NZ Truck & Driver June 2022

NZ TRUCK & DRIVER | June 2022

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BIG TEST One of a Kind | FLEET FOCUS Relentless Innovation | FEATURE: Focus on Hydrogen

FLEET FOCUS Relentless Innovation

FEATURE

Focus on Hydrogen

Issue 257

One of a Kind

The Official Magazine of

ISSN 2703-6278

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CONTENTS Issue 257 – June 2022 4

News

The latest from the world of road transport including…. New Zealand’s largest transport company is leading the way with a dual-fuel hydrogen project; Iveco changes its New Zealand business model; New driver assist tech now offered for the Mercedes-Benz Actros; Firth plans an electric concrete mixer and more.

24 Giti Tyres Big Test

One of a kind: When the Freightliner Argosy reached the end of the road, Kerikeri’s Carter’s Bulk Haul faced a dilemma. The answer has been to put a one-of-a-kind Freightliner Cascadia to work on Northland highways with a significant improvement in fuel efficiency.

FEATURES:

REGULARS:

62 Southpac Trucks Legends

80/ Double Coin Tyres NZ Transport 81 Imaging Awards

Rodney Dow of Otorohanga Transport talks about a lifetime involved with trucks. And also about those April Fools’ pranks, YouTube and Facebook videos which bring a dry humour to the industry.

The June update from Ia Ara Aotearoa Transporting New Zealand looks at changes looming in the livestock transport sector and acknowledges 35 years of service by Kerry Arnold as Transporting New Zealand’s Technical and Roading Manager.

Fonterra driver Rod Rutherford is on the most challenging road trip of his life, e-biking the length of New Zealand on a personal journey and a fundraising effort.

Associate editor Brian Cowan looks into the potential for hydrogen combustion engines and dual-fuel technologies as a stepping-stone toward zero-emissions heavy transport.

73 RUCs Under Review

The Ministry of Transport has sought discussion on the biggest review of the Road User Charges system since 1978. Brian Cowan looks at some of the proposals and feedback from industry leaders.

MANAGEMENT

81 Securing the Future

Latest NZTA registration data is headlined by April delivering another record month for new truck sales. Plus, the monthly photo gallery of new trucks on the road.

COLUMNS

69 Hydrogen Drive

46 Teletrac Navman Fleet Focus

Relentless Innovation. A look at the road transport and portside innovations of ISO Ltd and the improvements they are bringing to safety and efficiency across multiple industry sectors.

93 CrediFlex Recently Registered

64 Rod’s Life Cycle

43 Transporting New Zealand

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

89 It’s Political…

NZ’s major political parties are offered the opportunity to tell us their views on issues affecting the road transport industry. This month only the ACT Party have responded with their views.

91 National Road Carriers Association This month NRC COO James Smith talks about that state of the country’s roads, deferred infrastructure decisions and the need to invest in the future.

Rotorua Forest Haulage, Timberlands and Evans Engineering have teamed up to put the Swedish developed ExTe Com 90 log securing system into use in the central North Island forests.

ADMINISTRATION MANAGER

Publisher

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

Sue Woolston

Advertising

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

Sue Woolston Phone

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

accounts@trucker.co.nz

SUBSCRIPTIONS accounts@trucker.co.nz 021 411 950

NZ subscription $95 incl. GST for one year price (11 issues) Overseas rates on applicationw ADDRESS

EDITORIAL Editor

Colin Smith 021 510319 colin@trucker.co.nz

Associate Editor

Brian Cowan

CONTRIBUTORS

Ian Parkes Olivia Beauchamp Andrew Geddes

ART DEPARTMENT Design & Production Luca Bempensante Zarko Mihic 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

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NEWS

HWR Group ready for hydrogen move SOUTHLAND-BASED TRANSPORT GIANT H.W. RICHARDSON Group (HWR) is poised to lead New Zealand’s adoption of hydrogen to reduce emissions from heavy vehicles.

Group CEO Anthony Jones confirms HWR has been trialling a hydrogen dual-fuel truck since the last half of 2021 and is now committed to a fleet of 10 dual-fuel trucks which are scheduled to go on the road in the second quarter of 2023.

The trucks are fitted with pressurised hydrogen tanks behind the cab.

With modifications to the intake system, the existing diesel engines run on a dual-fuel mix that replaces up to 40% of the diesel fuel consumption with an equivalent amount of hydrogen. The result is a 40% reduction in exhaust emissions.

“Based on our reviews, the key factors to a sustainable fuels transition will be managing the existing capital base deployed today in the heavy transport industry. That is why we chose dual-fuel in the first instance. It’s a way to transition the industry sustainably to hydrogen. Over time we see our fleet moving to 100% hydrogen fuel cells in the future, but not just yet,” says Jones.

HWR Group has worked closely with Christchurch’s AF Cryo, part of Fabrum Solutions. AF Cryo has partnered with UK-based Clean Power Hydrogen (CPH2) and supplies the cryogenic cooling system for the CPH2 membrane free electrolyser.

HWR Group has a fleet of 470 trucks in the South Island and more than 1300 nationwide.

4 | Truck & Driver

“I would say they are the leaders in this technology, and they have perfected the IP and technology around the liquification of hydrogen and its storage,” says Jones “We have committed to our first 1.1-Megawatt (MW) electrolyser and storage system with options to buy further. It will be delivered in August and commissioned by March or April next year.”

The system is scalable and produces the hydrogen onsite. The 1.1MW CPH2 electrolyser is capable of producing 450kg of high purity hydrogen per day from water.

“The first one will be in Southland. There are reasons for that, including the access to green power, water, coupled with our existing fuels and transport network ,” Jones says.

The first trucks are new units which will be fitted with the storage tanks and modifications to the intake system in Europe as well as here in NZ. “We are working with a European supplier that has perfected dual-fuel technology.”

There are also plans to locally retro-fit existing trucks in the HWR fleets.

HWR plans to have 10 trucks on the road in the second quarter of next year to coincide with the first hydrogen plant being commissioned.

The medium-term roll-out of more hydrogen refuelling locations is tied to HWR Group’s Allied Petroleum network which stretches from the Bay of Islands to Stewart Island.

NEWS “We will roll out the 1.1MW electrolysers into the existing network where it makes the most sense,” says Jones.

Jones says the dual fuel solution is an ideal course to transition the industry towards zero-emissions.

“The capital investment needed to go 100% hydrogen is astronomical compared to the existing internal combustion engine. Dual fuel technology allows any modern truck to be converted although the design and the tuning will be slightly different depending on brands and roles,” he says.

“I’m in no way against hydrogen fuel-cell vehicles but the capital cost is still very high compared to retro-fitting existing vehicles with a dual-fuel system. This will allow meaningful change to the whole industry.

“But the cost of fuel cells will come down and more efficient ways of storing hydrogen will be developed. Dual-fuel is a way to establish the infrastructure that’s needed to support fuel cells in the future.”

HWR already has some local dual-fuel experience.

“We have had a truck on trial since August last year. We’re not seeing any drop in power at all. We’re not seeing any downsides and we have already learnt a lot.”

Another benefit is the dual-fuel trucks can run on diesel alone if they need to travel beyond the available hydrogen network.

“If you run out of hydrogen, you’re not going to end up with a truck stranded somewhere,” says Jones.

Jones says figures indicate that a single dual-fuel truck running an average of 384km per day can eliminate 102kg of carbon emissions per day.

“We have a fleet of 470 trucks just in the South Island so that would equate to 12.5 million kg of CO2 per year,” he says.

“It’s still a drop in the ocean but it’s a first step to reducing carbon emissions and we need to move now. We know this is going to make a difference.

“For the HWR Group and for Allied Petroleum this represents a big

HWR Group CEO Anthony Jones says the company aims to be a leader in the roll-out of hydrogen in New Zealand. step in our sustainability strategy. We aim to be the leader, but the entire industry can benefit from that,” says Jones.

More hydrogen coverage: NZ Truck & Driver Associate Editor Brian Cowan looks at another New Zealand dual fuel project and the science behind hydrogen combustion engines starting on Page 69. T&D

Truck & Driver | 5

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NEWS

Kirstin Turvey is a trainee in the Transporting New Zealand Te ara ki tua Road to Success programme which will is being extended with the transTasman diversity programme.

New trans-Tasman diversity scheme A NEW INITIATIVE TO DRIVE DIVERSITY IN THE ROAD transport industry has been launched by Ia Ara Aotearoa Transporting New Zealand and Teletrac Navman.

The 2022 Driving Change Diversity Programme will develop a group of diversity champions, nominated from within the transport industry, teaching them how to create change and facilitate diversity in their workplace and community. It is based on a similar successful programme run by the Australian Trucking Association (ATA) across the Tasman.

Falling under the banner of Transporting New Zealand’s Te ara ki tua Road to Success traineeship, it will be the first trans-Tasman programme of its kind in the industry, focusing on attracting talent to the industry by making it more inclusive.

“With the support of Teletrac Navman, the 2022 Driving Change Diversity Programme will showcase diversity champions to the New Zealand trucking industry and wider community, and help promote a positive view of the careers available in road freight transport to encourage more people into the sector’s workforce,” says Transporting NZ chief executive Nick Leggett.

Participants in the 2022 Teletrac Navman Driving Change Diversity Programme will be provided professional development coaching to become mentors, be supported to become spokespeople for diversity and inclusion in the industry, and develop a strong professional network with like-minded individuals.

“There’s no doubt our industry will benefit from this. There have long been concerns about driver shortages, so we need to create an environment where both local and overseas drivers feel welcome,” Leggett says.

“Diversity in the workplace has proven benefits such as increased productivity,

access to a greater talent pool, competitive advantages, and the development of more inclusive, attractive workplaces. There are many opportunities available to people with an interest in road transport, logistics, and heavy-vehicle mechanics,” Leggett says.

Transporting NZ says the trucking industry is vital to New Zealand’s productivity and economic growth, with trucks transporting 93% of New Zealand’s freight.

“During the two years that the programme has been running in Australia, we’ve seen positive changes in the transport industry,” says Teletrac Navman marketing director Megan Duncan.

“Interest in the programme is increasing and the participants are creating a strong diverse network of people who will help shape the future of the industry.

We’re looking forward to bringing New Zealand into the programme in 2022 and growing diversity in the sector on both sides of the Tasman.”

ATA Chair David Smith says the programme had received overwhelming support from industry members since its Australian launch.

“We are so thrilled to welcome our New Zealand counterparts to the programme. They are demonstrating the leadership and innovative thinking that is crucial to building a viable and sustainable industry,” Smith says.

Nominations for the Teletrac Navman Driving Change Diversity Programme can be made until 3 June 2022. Participants must be involved as an owner or employee in a trucking business in New Zealand.

The programme begins with a workshop in September and participants will attend the Transporting NZ Conference in Invercargill.

For information on how to participate contact Fiona McDonagh at Transporting New Zealand, fiona@transporting.nz T&D Truck & Driver | 7

NEWS

From left: Cathy Clennett, co-founder and chair of Hiringa Energy, Jimmy Ormsby, Managing Director Waitomo Group, Dan Khan, co-founder and CTO Hiringa Energy, Simon Parham, COO Waitomo Group, and Andrew Clennett, co-founder and CEO of Hiringa Energy.

Hydrogen project underway PALMERSTON NORTH WILL BE HOME TO NEW Zealand’s first high-capacity green hydrogen refuelling station.

Construction at the site, adjacent to Palmerston North Airport, began in the first week of May with the site planned to be in operation in September.

It’s the first of four hydrogen refuelling stations being developed by innovative Kiwi energy companies Hiringa Energy and Waitomo Group to establish New Zealand’s first nationwide hydrogen refuelling network.

Andrew Clennett, CEO of Hiringa Energy, says this is one of the first refuelling networks for heavy transport in the world.

Financial backing for the project has been provided through investment from Hiringa’s Strategic Alliance partners, Mitsui and Co (Asia-Pacific), Government funding from EECA and the COVID-19 Recovery Fund, and growth capital from key investors including Sir Stephen Tindall’s K One W One and international funders.

Waitomo Group is self-funding its investment in the project because the Kiwi business sees hydrogen as an important step in the transition to lower emission fuels.

Waitomo Group Managing Director Jimmy Ormsby says breaking ground at the Palmerston North site marks a major milestone for the partnership.

“What began as a discussion between two innovative, future-focused Kiwi companies about developing hydrogen on our existing and new Waitomo Fuel Stops, is now becoming a reality for future Kiwi generations,” Mr Ormsby says.

“Seeing this vision come to life is particularly poignant for me as the third-generation owner of Waitomo, given Waitomo celebrates its 75th anniversary this year. What a way to cement in the transition to a lowemissions fuel future for the fourth generation.

8 | Truck & Driver

“Adding low-emission alternative fuel solutions to our network is a nobrainer. We want to leave a legacy for the next generation of Ormsby’s to continue in our footsteps. The exciting opportunities that green hydrogen technology offers allows us to deliver on that,” Mr Ormsby says.

Mr Clennett says heavy transport makes up only 4% of New Zealand’s vehicles, but accounts for more than 25% of total vehicle emissions.

“Green hydrogen is the key technology that will allow these fleets to stay on the road. It is a mass-market, clean energy solution that can have a real impact on reducing our transport emissions,” he says.

Specialist hydrogen equipment for the station has been sourced from Europe. The station will be built next to a Waitomo Group Fuel Stop, servicing petrol and diesel customers. Once operational, hydrogen-powered heavy transport vehicles will be able refuel at the station in similar time to what they are used to.

The partners say another three hydrogen refuelling stations are due to begin construction later this year, in Hamilton, Tauranga and Auckland.

More than NZ$50m has been invested in the first phase of the project and detailed engineering and compliance work has been completed. Resource consent has been granted for both the Palmerston North and Hamilton sites, and applications are in for the Tauranga and Auckland sites.

Expansion of the refuelling network into the South Island will begin in 2023, with 24 high-capacity refuelling stations due to come online across New Zealand in the next 4-5 years to support a growing fleet of hydrogenpowered vehicles.

An initial fleet of 20 zero-emission Hyzon hydrogen-powered trucks to support the network has been purchased by TR Group. Built to meet New Zealand regulations, the trucks will be capable of over 600km between refuelling stops. T&D

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NEWS

Iveco restructures NZ sales IVECO GROUP IS MAKING SIGNIFICANT CHANGES TO its New Zealand operations.

In an announcement from Australia, Iveco says it is taking full responsibility for sales in New Zealand and ending agreements with its three independent dealers. Iveco Group’s local vehicle sales operation is to be consolidated at its Wiri facility in South Auckland.

The decision is the latest restructuring in the supply and distribution of Iveco vehicles. Late last year it was announced the Iveco plant in Dandenong, Victoria would close from mid-2022 and the brand would transition to a fully imported vehicle range supported by a customisation facility for Australasia.

Iveco Group says the sales decision is based on the desire to form even closer relationships with its New Zealand customer base, with a view to better servicing its needs. It estimates the Auckland site already accounts for 86% of vehicle sales in New Zealand, meaning most buyers will be unaffected by the move.

The operational change will mean that three existing dealerships will cease sales of Iveco vehicles in October. Iveco Group has invited the affected dealerships to remain part of the network in service and/or parts capacities. It is also in the process of appointing additional service and parts dealers to expand its capabilities in these areas.

There are currently 21 Iveco service and parts outlets in New Zealand.

Iveco Trucks Australia Head of Network, Product and Marketing, Ella Letiagina, said that New Zealand was an important and growing market for the brand.

“In recent years Iveco has experienced strong growth in New Zealand, especially since the opening of our flagship sales service and parts facility in Wiri, Auckland during early 2019,” Ms Letiagina said.

“We believe that by concentrating sales efforts at this location we can further streamline our processes leading to greater efficiencies, while also benefiting future buyers who will enjoy a more engaging and seamless customer journey.”

10 | Truck & Driver

Ms Letiagina acknowledged the contribution that the three impacted dealerships – AdvanceQuip (Auckland), Star Trucks International (Nelson) and Waikato Iveco (Hamilton) – had made during their tenure as Iveco sales dealerships.

“I would like to thank our outgoing dealerships for their dedication to our brand and Iveco customers over the years,” she said.

“And for existing and prospective New Zealand Iveco owners, I reassure them that our new direction will see even more engagement with them and that they’ll be well catered to, not only from a sales perspective, but from a total ownership experience.”

Iveco will be directly responsible for all sales and is expanding its sales team in several regions.

“We are increasing our footprint by adding new sales staff in different regions of the country. It’s a sales model that has proved to be globally successful,” says Iveco dealer principal Barry Woods.

Star Trucks International director Dale Greaves has enjoyed success with the Iveco line-up and hopes his Nelson-based firm can remain involved with the brand.

“My first thought was maybe it’s time to take retirement and get on with enjoying life. But I have two issues with that – my customers and my staff,” says Dale.

“My customers have been extremely loyal to me. Iveco has been good to me and it’s a good brand. I’m confident that Star Trucks will be able to continue to represent the Iveco brand under a new arrangement.

“I want to support my customers with the trucks I have delivered and the ones I have sold that are waiting to be delivered.”

Iveco plans to introduce several new products to the New Zealand market later this year, including the new S-Way model which replaces the Australian-built Stralis. T&D

NEWS

Royans expands again ROYANS TRANSPORT ACCIDENT REPAIRS HAVE made another move to expand its network in New Zealand with the acquisition of Sievwright Auto and Powderline in Invercargill.

Sievwright Auto is an industry leader supplying abrasive blasting, panel beating, and paint services for heavy commercial vehicles and equipment.

Powderline are also the local market leader in large scale powder coating with the second biggest powder coating oven in the country. They also offer Thermoplastic coating, a product that offers excellent protection against corrosion, wear and tear and chemical attack.

Operating from multiple facilities in Invercargill, the Sievwright Auto team has over 22 years’ experience in commercial and industrial work in the region.

John Sievwright will be staying on for a short transition period before embarking on new endeavours with Naomi Sinclair being appointed as Branch Manager.

Founded in 1944, Royans has grown to become the largest commercial vehicle repair specialists in Australia and New Zealand.

Sievwright Auto and Powderline operation will be Royans 28th branch and its sixth in New Zealand. Its recent expansion in the New Zealand market now sees it represented with two branches in Auckland, two in Christchurch, plus Palmerston North and Invercargill. T&D

Sievwright Auto in Invercargill has become part of the Royans network.

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NEWS

Left: TDX directors and TransDiesel founders Alister McLaughlin (left) and Steve Wooff.

Above: Newly appointed TDX CEO Colm Hamrogue.

TDX - a new name in heavy machinery T HER E’ S A NEW NA ME B ACK ED BY 40 Y E A R S OF experience in the local heavy machinery industry.

TransDiesel, a leading supplier of construction equipment, diesel engines, transmissions and lubricants products has rebranded as TDX as the company looks to continue expanding its nationwide operation.

“Our continued goal of delivering exceptional customer experiences as well as a focus on technology, innovation and sustainability are key drivers for this update to TDX,” says Colm Hamrogue, CEO. “It marks an exciting opportunity to develop the business and prepare the brand for opportunities over the coming decades.”

TDX employs almost 300 people across a nationwide network of 18 branches and has grown from small beginnings in the early 1980’s to an annual turnover of over $200m. It began the rebranding exercise 10 months ago and launched to the public on May 19.

“The evolution to TDX reflects our maturing as a company, one which had an initial focus on diesel engines and transmissions, to one which now partners with some of the world’s biggest and most recognisable names, including Volvo and Yanmar construction equipment, Shell lubricants as well as Perkins, Sennebogen, Kohler and Allison Transmissions,” Hamrogue says.

One consideration which remains very much front of mind for the TDX team is an overwhelming desire to retain a Kiwi-centric focus.

The TDX name and logo is accompanied by the tag-line: `World Class

Experience. Local Know-how.’

“We recognise and respect 40-years of heritage and are enthusiastic to build on this legacy for the next 40. Above all else, we want to reinforce that TDX is local,” says Hamrogue.

“We’re locally owned, assist locals and want locals to succeed. Our customers know and trust us, that’s something that is never going to change.”

The fresh identity was spearheaded from within the company and involved consultation with staff, customers and suppliers.

“The new name and logo is a nod to the foundations of our brand, a promise to customers and commitment to add value to our partners,” said Marc Warr, Marketing Manager.

“We’re confident that we are remaining true to our heritage, at the same time making a positive and future-focused statement that will stand us in good stead for decades to come.”

The design of the new logo also holds particular significance.

“The arrow illustrates moving forward together with our customers and the hexagon demonstrates the importance of partnership between our people, customers and suppliers,” says Warr.

“As for the ‘X,’ it represents the special customer-focused difference we’re renowned for, a world-class service experience we’ve made our own and will continue to deliver into the future.”

The new branding is being progressively introduced on all sites through to December as well as on vehicles and uniforms. T&D Truck & Driver | 13

NEWS

New technology for Actros THE LATEST MERCEDES-BENZ ACTROS MODELS WILL introduce Kiwi customers to Level 2 autonomous driving technology.

Mercedes-Benz Trucks new Active Drive Assist enables SAE Level 2 partially automated driving capability; a first for New Zealand heavy trucks.

The innovative driver assistance technology becomes an optional feature following a 1.2-million-kilometre validation programme that involved 15 trucks in Australia and five in New Zealand.

Active Drive Assist helps to actively steer the truck and keep it in the centre of its lane, although the driver is still required to hold the steering wheel.

It is one step ahead of some current systems that can push a truck back into the lane should it wander out. Active Drive Assist actually helps to steer the truck in the first place and aims to prevent it getting out to the edge of the lane. The Lane Keeping Assist system is proactive rather than reactive.

It does this by using cameras to monitor lane markings and uses that data to help operate the electro-hydraulic steering system. Drivers can overrule Lane Keeping Assist at any time and also turn off the system.

Active Drive Assist uses an electric motor located on the steering box to provide assistance in addition to the standard hydraulic power steering. It not only helps keep the truck in the lane, but also provides more assistance to the driver and improving manoeuvrability, especially at lower speeds.

Mercedes-Benz Trucks Australia Pacific Director, Andrew Assimo, says drivers will appreciate Active Drive Assist technology.

“Mercedes-Benz Trucks’ Level 2 automation makes life easier for drivers and boosts safety by helping reduce fatigue,” Assimo says.

“The feedback from our validation programme has been overwhelmingly positive from drivers who can really appreciate the benefits of the system after experiencing it first-hand.”

Mr Assimo says the Level 2 Automation system is not taking control away from drivers as they are required to hold the steering wheel at all times and must be prepared to take over at any stage.

“This is a driver assistance feature, not a driver replacement feature,” he says.

14 | Truck & Driver

“Mercedes-Benz is always advancing new technology to boost safety, reduce fuel consumption and emissions and improve the experience of the driver, which is why we have introduced Active Drive Assist as an optional feature,” he says.

While Mercedes-Benz Trucks offers features such as its Level 2 Automation and innovative Mirror Cam feature as options, a suite of advanced safety features is standard on every truck its sells.

Active Brake Assist 5 includes an Advanced Emergency Braking System (AEBS), adaptive cruise control and lane departure warning.

“Mercedes-Benz has long been leading the pack when it comes to fullyintegrated active safety systems in Australia and New Zealand and we intend to continue this leadership with features such as Active Drive Assist,” Assimo says.

Other key technology introduced by Mercedes-Benz Trucks includes high resolution Multimedia Cockpit tablet screens and Predictive Powertrain Control, which uses GPS and topographic information to optimise gearshifts and maximise coasting to save as much fuel as possible. T&D

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NEWS

Firth goes electric NEW ZEALAND’S FIRST EV concrete mixer will go to work with Firth near the end of this year.

Based on a XCMG E700 8x4 battery-electric truck supplied by Auckland importer Etrucks, the concrete truck will operate from Firth’s Manukau plant and make deliveries around the Auckland region in a trial to evaluate its potential.

The truck is partially funded by a grant from the Low Emission Transport Fund (LETF) administered by the Energy Efficiency and Conservation Authority (EECA).

It’s part of the same round of LETF grants announced earlier this year that will also see Fonterra trial a similar 8x4 XCMG E700 as a milk tanker while Mainfreight will use a 6x4 E700 on an Auckland-Hamilton inter-city transport project.

The fund supports the demonstration and adoption of low emission transport technology, innovation and infrastructure to accelerate the

decarbonisation of the New Zealand transport sector.

“EV vehicles are the future of motor vehicle transport and we have seen great innovation in cars, and trucks are the next logical step as the technology is catching up to bigger chassis sizes,” says Cameron Lee, Firth General Manager.

“We are making great strides in our decarbonisation of the industry and current diesel engines are a significant contributor, and as a result for us to be able to remove the diesel component we are contributing to our sustainability goals.”

The XCMG truck is equipped with a 5 cubic-metre mixer bowl and is forecast to have an operating range of about 160km on a fully charged battery.

“We are always keen to give things a go and have an open mind towards testing and trying all sorts of systems, processes and equipment as well as being committed to continually

improving and innovating in all forms,” says Lee. “There will be internal analysis of performance, capacity, and availability with the next step to look to expand the trial further to other metro centres.”

Lee says Firth’s customers are increasingly requesting more sustainable options “This is increasing month on month in all forms, whether vehicle, concrete trucks, or footprint,” Lee says.

Firth says the truck is scheduled to arrive in New Zealand in October.

Among the goals of the trial is gathering information on the potential for EVs in specialised transport roles and for Firth to understand the intricacies of operating EV trucks to maximise fuel and carbon savings.

The EV concrete mixer trial will also see potential challenges in the areas of scheduling, operation, and possibly legislative requirements. T&D Truck & Driver | 17

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NEWS

Scania Assistance expanded

SCA NI A NEW ZE A L A N D H A S upgraded its nationwide Scania Assistance programme.

The bespoke emergency assistance service – which began operating here in a limited capacity last year - now has the support, resources and expertise of the global community of Scania Assistance.

Rafael Alvarenga, Scania New Zealand managing director, says this upgraded service will make roadside servicing more efficient and effective.

“A significant feature is that workshop teams now have access to the Scania Assistance app, Scania On Scene (SOS), which gathers information about customers and cases on a single digital platform.

“For the customers this means one, clear point of contact direct with the workshop with SOS providing a better communication platform with technicians in the field. The app is also used to secure technicians’ wellbeing and safety during what are often remote and afterdark roadside missions.”

Alvarenga says Scania experienced a 110% increase in local truck sales last year, so its commitment to service and support must reflect the growing market share, which has increased from 6% to 16% in the last two years.

“We’ve also worked hard to increase our national network of service centres with more than 30 regional workshops providing fantastic round the clock service. However, given the many remote and rural routes our trucks service 24/7, Scania Assistance is a very important complement to the workshop service and our customers’ peace of mind,” Alvarenga says.

Project Manager for the Scania Assistance launch in New Zealand, Colin Bowden, says the service is staffed by a strong team who understand the local industry and customer needs.

“We’ve trained nearly 70 technicians and service-minded professionals who now have access to these very comprehensive Scania systems and vehicle diagnostics,” says Bowden.

“Wherever any of our customers are, Scania Assistance will be available 24/7 year-round. With one call they will be in touch with a professional

Rafael Alvarenga service coordinator who knows their Scania vehicle and can make things happen faster, maximising the customer’s up-time,” says Bowden.

Scania’s national spare parts warehouse currently stocks more than 13,000 individual parts contributing to an impressive 94% parts availability of all customer needs. T&D

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NEWS

Australian eCanter trial AUSTRALIAN SUPPLY CHAIN LEADER LINFOX LOGISTICS now has six electric trucks in operation with major customers.

A Fuso eCanter is the latest addition to the Linfox Logistics EV fleet in partnership with iconic Australian retailer, Coles.

The eCanter is servicing several Coles stores in New South Wales, loading products from the Eastern Creek Distribution Centre for delivery to Coles supermarkets and new format Coles Local stores.

Based on anticipated usage, at least 60 tonnes of carbon dioxide equivalent emissions (CO2) will be avoided annually with this vehicle compared to the same size Euro 6 diesel powered truck. The emission-free Fuso eCanter is powered by 100 per cent renewable electricity.

The electric vehicle is an important step towards Linfox and Coles’ shared

sustainability goals, highlighted by Linfox’s ‘Act Sustainably’ strategic promise, along with Coles’ ‘Together to Zero’ strategy.

“As a leading logistics provider that has traditionally relied on fossil fuels to transport goods, Linfox has made a commitment to find alternative sources of energy to power our customers’ supply chains,” said Linfox Executive Chairman, Peter Fox. “Working in partnership with a trusted Australian retailer such as Coles, that connects customers with products from thousands of farmers and suppliers, is where the switch to electric vehicles can make the biggest difference.”

Linfox will use findings from this trial and its other electric vehicle trials to better understand how further scalable solutions can be integrated across the distribution network in Australia. T&D

NEWS

Growth plans at Booth’s Group RECENT GROWTH AND AMBITIOUS goals at the Booth’s Group of companies (Booth’s Transport, Tomoana Warehousing and The Produce Connection), has led to three senior management appointments.

Newly appointed Group Chief Executive Officer (CEO), Dallas Vince, joined Booth’s earlier this year bringing with him extensive experience in the freight sector both in New Zealand and abroad. Prior to taking on the Group CEO position, Vince held a number of senior leadership roles within Goodman Fielder, Halls Transport, and TIL/Move.

Scheduled to join Booth’s Group in July is Clive Jones, current General Manager of MTD Trucks, New Zealand’s sole distributor

22 | Truck & Driver

for Volvo trucks and buses, as well as Mack trucks.

Jones has over 30 years’ experience in the sector, having had roles including sales, driver development, national sales management and more recently as General Manager at MTD. He has served the Volvo Group of brands in various roles for 20 years.

Jones’ role at Booth’s will be Group Commercial Manager, with responsibilities for aspects of fleet procurement and organisation, as well as management of a team focused on safety and efficiency.

“We are delighted we have been able to secure Clive to join our team and he will add enormous value, particularly with his

experience in the industry and the relationships he has forged along the way”, says Dallas Vince.

The third appointment sees Dean Aldred in the newly created role of Chief Information Officer (CIO) for the group. With more than 25 years in IT management, Dean joined following eight years with the Sime Darby Commercial Group, New Zealand’s importer for heavy truck brands Hino, UD, Mack, and Volvo. Prior to that has worked with leading companies including Dell, Canon, and Unisys.

“Dean has both the IT experience and systems knowledge we need, alongside a practical skill set relating to the heavy transport sector in general. We are excited to have Dean round out our leadership team and drive one of our key focus points for the coming year being investing in our data and customer interface technology,” says Vince.

Booth’s owners and Executive Directors Craig and Trevor Booth made a joint comment on the new appointments.

“We have ambitious goals ahead of us, both within our existing companies but more broadly with our focus to disrupt and lead the market with an even more compelling customer offer.

“Our heritage dates back to the late 1980’s when our father and founding Director, Graham Booth, branched out from carrying his own produce from a farm in Opiki, Manawatu to a quality and diverse fleet working for a broad range of customers. From there it just kept on growing and that’s always been our vision also.” T&D

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24 | Truck & Driver

BIG TEST

Truck & Driver | 25

“SINCE 1978”

TD32550

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

Carter’s Bulkhaul Freightliner Cascadia loading at Northland Sand Supplies near Ruakaka.

OST OF US HAVE EXPERIENCED THE FEELING THAT occurs when a favoured brand changes a product you love or rely on. Possibly they make an alteration to the ingredients. Or maybe a change to the sizes available or the hours of operation.

Kerikeri’s Dan and Debbie Carter experienced the trucking equivalent last year. Established in 2004, Carter’s Bulkhaul had steadily expanded from a single truck operation to a fleet of nine Freightliner Argosy’s and the recent addition of a single Mercedes-Benz Arocs.

Coinciding with the planning for their 11th truck was the news the long-running Argosy was being discontinued.

The Carters began to investigate its successor, the new Freightliner Cascadia. While it promised a new generation of technology and fuel efficiency, it seemed there would no longer be an 8x4 solution to suit Carter’s favoured 50MAX nine-axle truck and trailer combination.

“Freightliner suits the work we do. They are a reasonable price and a low tare weight which is important as most of our work is paid by the tonne,’’ says Dan Carter.

“There is a loyalty with Freightliner that goes back to when Trucks and Trailers Ltd were dealers. We had a good relationship with Mark [Wright] and before that with Don. They’d always been good, and we had used Keith Andrews Trucks in Whangarei for our service work.”

Carters have built their business around the 8x4 Argosy truck and trailer combination. A significant part of Carter’s work is carting export woodchips to Marsden Point from the local Waipapa Pine and Mt Pokaka sawmills. Return runs typically deliver palm kernel and stock feed to Northland farmers along with sand, aggregate and pebbles for construction and landscaping work. It’s largely a 24/7 operation with the newer trucks on the fleet being double-shifted.

“The last five trucks we’ve bought have been to replace our first Argosy six-wheeler, but we keep getting more work. So, we’ve still got it and it’s done three million kays now,” says Dan. The majority of the running for the fleet of cleanly presented white trucks with purple and silver livery is on Northland roads.

As well as its Kerikeri-based units Carter’s has two trucks operating from Marsden Point. The firm has work that takes it north to Kaitaia and as far south as Taumarunui.

Before the new Cascadia joined the fleet as the 11th truck and trailer combination there was a considerable amount of research by the Carters.

“We went over to the Australian launch to look at the Cascadia. What we wanted was a four-axle truck so we could run a five-axle trailer at 50MAX,” says Dan. “50MAX is important for us because it’s general access. It means we can go up a side road to get to a farm. So much of our work is down a side road, that’s the key for us.

“When we got to Australia everyone from Freightliner said, ‘we are not doing a twin steer, it’s not happening’.

“Then we were sitting in a conference room, and they had picture on the wall of a Cascadia with three axles at the back.

I said to them ‘that’s what we need, it’s got four axles on the truck’.”

The truck in question had a lift-up “pusher” axle ahead of its two driven axles.

“We got back to New Zealand and started investigating it a bit further and found out the pusher axle was a factory option from Freightliner. They do it for cement mixers in the `States I assume. It was a factory option, and it fitted the bill.”

Fitting the bill is important for the Carter’s operation and the one-of-a-kind truck went on the road in late 2021. Dan says there is also one unit working in Australia in this four-axle configuration.

Truck & Driver | 27

During 18 years in business Carter’s had refined the Argosy 8x4 truck and trailer combination along with the design and dimensions of the bulk bin tippers.

“What I was looking for was a truck that could have the same size bin as the Argosy. My requirements were the same - nine axles and 50MAX. And I wanted a similar tare weight to the Argosy.”

Equipped with the pusher axle the Cascadia ticked plenty of boxes. And offered other advantages such as the latest generation safety and driver assist technologies plus improved fuel consumption and Euro 6 emissions.

“Our son Ethan is an accountant and he’d been really pushing me for better fuel consumption,” says Dan. “The Cascadia came with a [Detroit] DD13. It’s a lighter engine with the fuel consumption we were looking for, but with the same torque output as our DD15s.”

There turned out to be another benefit to making the cleaner choice. At the time ASB was offering a discounted Low Carbon Asset Loan.

It was available to firms’ purchasing assets that helped to reduce their carbon footprint.

“We hadn’t heard about that before. Being Euro 6 standard, it qualified and because we put a complete new unit on the road, the rebate also included the trailer.”

The truck was funded by ASB Asset Finance. ASB had taken advantage of the Reserve Bank’s Funding for Lending programme to pass on lower interest rates to businesses to help with reducing emissions or investing in sustainability projects.

Dan still had to be comfortable with the choice of the smaller displacement Detroit DD13 engine, which is rated at 505 horsepower, compared to 560hp of his more recent Argosy’s.

The 12.8-litre DD13 develops 377kW (505hp) at 1625pm with 2500Nm of torque (1850 lb-ft) produced at only 975rpm. The DD13 drives through the 12-speed DT12 automated manual transmission.

It’s a blend of strong torque and a responsive transmission that deliver the efficiency rather than big capacity and horsepower.

“It’s modern technology and the DD13 in the Freightliner has the new “down-speeding” software which gives it a different torque curve,” says Dan. “It’s 505hp but with the same torque as our current 560hp DD15s. We weren’t losing torque and I was specifically looking for fuel consumption.

“I guess it’s not all about horsepower anymore. It’s about efficiency now.”

The compromises have been minor.

“I was hoping it might end up lighter than the Argosy but with the super singles on the front and the pusher axle it’s ended being up 200kg heavier,” Dan says.

The tare weights are 12,420kg for the Cascadia and 7580kg for the five-axle Morgan Engineering trailer. When working at 50MAX the truck bin is generally loaded with 12-tonnes and the trailer with 18-tonne.

The truck bin and trailer were built by Whangarei’s Morgan Engineering.

“Morgan’s are local and would build a trailer exactly how I wanted it. They would step outside their standard designs,” says Dan. For example, Carter’s doesn’t need bulk bins at the maximum allowable height to operate at 50MAX. “If we went to max height, we’d cut out some of what we could cart back. They can’t be so big that we can’t load with them loaders,” says Dan. “With 18 years’ experience we have learnt some useful things.

28 | Truck & Driver

Far left: Hayden Woolston tests the twostep access into the Cascadia cab.

Left: Debbie and Dan have grown their Northland transport company to 11 trucks after starting in 2004.

Below: The 8x4 Cascadia with pusher axle gives Carter’s Bulkhaul a nine-axle 50MAX combination.

Truck & Driver | 29

Greg Pert, Mount Maunganui Tranzliquid Logistics Ltd

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TD32402

Ia Ara Aotearoa – Transporting New Zealand 04 472 3877 Fiona McDonagh - fiona@transporting.nz Membership Manager 027 471 4350

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Above: Ready to unload wood chips at Northport.

TD32402

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Below: Experienced driver Charlie Henry has spent the last eight years driving Freightliner products.

We get the bins built with 8mm floors for strength.

We lose a little bit of tare weight, but we gain some durability.”

This is also the third Carter’s Bulkhaul truck equipped with Razor Tarps electric covers.

“That eliminates the drivers having to climb up the bins to roll the covers. We’ve gone that way from a health and safety perspective and because some of our drivers aren’t young guys. And also, for the speed of covering.”

The Razor Tarps can be opened and closed remotely using a smartphone app.

Transpecs is another company which Carter’s Bulkhaul enjoys a long association with. The trailer has SAF axles and air suspension, Alcoa Dura-Bright alloys, Wabco trailer EBS and the Edbro hoists are supplied by Transpecs.

“Everything in our fleet has SAF axles. We’ve used Transpecs right from the first truck,” says Dan. Other extras on the truck include an array of Hella lighting including driving lights, Red Flag toolboxes, a sunvisor and a factory roof spoiler that turned out to be nicely snug fit ahead of the bins without modification.

Carter’s have also fitted 385/55 R22.5 Bridgestone super single tyres to the front axle.

But the talking point of the Cascadia is undoubtably the 6x4 pusher axle configuration. It gives the truck four-axle capability and a distinctive look and also allows it to run as a three-axle when unloaded.

The pusher axle is lowered automatically when the Truck & Driver | 31

Above: Cascadia features include leather trimmed seats (above), adjustable leather trim steering wheel (right) and powered mirrors (far right).

Below: The run between Kerikeri and Marsden Point is a regular route for the Cascadia.

truck is loaded and can also be raised at speeds under 30kph in offroad situations to improve traction and manoeuvrability.

After Dan has given us a rundown on the Cascadia’s specs and the roles it performs, we move next door to Waipapa Pine to load wood chips for a run to Northport. It’s a pretty typical job for the Cascadia.

Charlie Henry is at the wheel from early morning till afternoon five days a week. Night shift driver Dayle Taylor – one of two female operators on the Carter’s crew – drives it four nights a week. When Carter’s are busy the Cascadia also gets some weekend work, sometimes with Dan at the wheel.

Earlier on our NZ Truck and Driver Big Test day, Charlie had

32 | Truck & Driver

taken a load of wood chips to Marsden Point and then collected aggregate from a Winstone quarry south of Whangarei for a customer at Kerikeri.

After washing out the bins the second load of chips is loaded and trucked south again where Charlie finishes his day and Dayle takes over. She loads with washed sand from Northland Sand Supplies at Ruakaka to be delivered to Firth at Puketona and then NZ T&Ds Hayden Woolston takes the wheel for his drive to Marsden Point.

Charlie is well known in Northland trucking. He’s driven trucks for 48 years starting in a Thames Trader, taking a short break for a few years to work in local forestry.

S ER M

IED CUS TISF TO SA

2021

S

M S AL L BUSINE

S

The fuel card that gives you more control.

“They’re good.”

Charlie has been enjoying his time behind the wheel.

“It’s a lot quieter than the Argosy and it’s got a smoother ride.

The Argosy is more rigid and will bounce around a bit,” he says.

“The steering is pretty good, not too heavy and the vision is good. It’s not like the old Kenworth’s with the bonnet sticking out way in front and you’d be stretching to see where you are going.”

Charlie says the Cascadia is well suited to both the work and the Northland terrain.

MO ST

Mostly he’s carted stock or logs and reckons he’s driven 90% of his career on Northland roads in a mix of Scania, Nissan, Kenworth, Mitsubishi and International product.

He’s 71 and shows no interest in stopping.

“I was supposed be casual here but for the last five years I’ve been busy five days a week. It’s in the blood, I can’t stop,” says Charlie.

“I really enjoy the driving in this beautiful part of the world.”

Prior to joining Carter’s Bulkhaul five years ago Charlie had been driving a Freightliner Argosy for Henderson Logging.

“I’ve been driving Freightliners for about eight years,” he says.

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Waipapa Mill with a load of wood chips is the start point for the NZ Truck & Driver Big Test.

“It handles this run to Marsden Point good as gold. The engine has got plenty of torque,” he says.

The Northland terrain is by no means flat but there’s only a couple of bigger climbs on this run south from Kerikeri to Marsden Point.

On the flat the Cascadia feels unstressed using 1400rpm in the overdriven top gear at 90kph.

Charlie uses the second – and briefly the third – stage of the Jacobs engine brake to come down the tight hill into Moerewa at 41kph.

“The trailer tracks pretty good on the narrow roads,” says Charlie.

After passing through Kawakawa, the Waiomio hill is the biggest climb on this trip.

“It’ll usually sit about 38 to 40kph with 50-tonne until the steeper pinch near the top where it will drop down a gear,” says Charlie. “It’s the longest hill on this trip.”

When I look across to the instruments the Cascadia is climbing at 37kph in eighth gear using 1650rpm. At the steeper final section, it shifts to seventh at 1700rpm and the speed falls away to 30kph.

“That’s not bad for a 505,” says Charlie. “The Argosy can’t pull away from it on the hills and I can pass some of the loggers.”

Charlie says the best way to keep the Cascadia’s momentum going is a click on the shift stalk to select Performance mode at the beginning of a climb.

“I normally do that when I hit a hill. If you leave it in Econ it will lag a bit. In Performance it changes when it should change.”

Charlie explains the Cascadia recently came back from a service at Keith Andrews Trucks with the latest upgrade to the transmission software.

“It means we can now shift manually all the way up to 12th gear. Before it was manual only up to eighth gear. That’s made it better. You can drive it the way you want to drive it.

“Before, when it would pick up speed slightly on a hill, it

would change up a gear for a moment and then change down again, sometimes two gears. It’s better to hold the gear you were in.”

Charlie says the engine is happy enough lugging down to about 1200rpm but is typically working around 1500rpm.

“That seems to be where it’s the happiest and does most of its shifting,” he says.

Pulling away from stationary at a roundabout I notice the Cascadia up shifts from first to third and skips gears again to fifth and seventh as it smoothly builds speed again.

There’s a significant amount of technology in the Cascadia that is a step forward from the Argosy.

That includes the fifth generation of Detroit Assurance Collision Mitigation and Active Brake Assist along with Lane Departure Warning and Sideguard Assist (blind spot warning).

“This one has got all the bells and whistles. It’s so easy to drive once you get used to what the sensors and warnings are telling you,” says Charlie.

“It took a couple of months to get used to everything and something new came up nearly every day. The wipers are automatic and so is the headlight dipping. Sometimes I think that’s a bit slow, and the lane departure warning seems a bit aggressive, but I suppose that’s a good thing.”

Charlie has had two occasions when the safety systems have been called into use. He says a car tried to overtake him on the inside when he was indicating to make a left turn into a farm gate. The technology took over and the truck made an emergency stop.

“And early one morning in the dark it picked up a guy walking right along the edge of State Highway 1,” says Charlie.

Again, the truck instigated an emergency braking response.

The Cascadia needs to deliver to farmers and spends some time in slippery conditions. It’s an area where the pusher axle configuration is theoretically at a disadvantage over a more conventional 8x4.

“If you are heading onto a dairy farm, you put the cross

34 | Truck & Driver

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Above: The Freightliner Cascadia heads through Whangarei on its way south to Marsden Point.

locks in if it’s wet and you’ve got to lift the axle to give you more traction on the driving wheels. If you do that, you can get around no problem,” says Charlie.

Rather than the rear axle combination Charlie says it’s the width of the super single front tyres that require the most care in slippery conditions.

Inside the Cascadia cab the fit, finish and quality of materials are a significant step ahead of the Argosy. Charlie finds the instruments clear and easy to read and although he can scroll through multiple screens of information on the central display he generally stays on the main screen.

The Cascadia’s seats are leather trimmed with air suspension and height adjustment while the steering column is four-way adjustable. The mirrors are heated and power adjustable.

“Everything is in easy reach. It’s only three knobs to adjust the air conditioning,” says Charlie.

Carter’s have added an optional centre storage box between the front seats to provide some extra space for paperwork and personal items.

The console box is home to Carter’s Bulkhaul daily check sheet.

“Dan is pretty fussy on making sure the trucks are kept clean and also makes sure we always fill in the daily check sheet. It gets handed in at the end of our shift with our timesheets.

“Any issues with the trucks go on the check sheet. Dan will read it and make sure it’s fixed. He keeps on top of it.”

Charlie would have liked a sleeper cab but has still found a comfortable way to grab a nap.

“It’s quite roomy for a day cab. If you get the seats level with the console and put a pillow against the door you can stretch

out and have a good snooze,” he says.

“We normally start about 3am. Sometimes you get down there (Marsden Point) and you have to wait to do a pick-up so you can have a sleep.”

Charlie doesn’t hesitate when asked what the best attribute of the Cascadia is.

“The comfort is the thing I like the most,” he says.

“This is a five-hour round trip including the loading time and it hauls to Marsden Point and back good as gold,” says Charlie.

“It’s a comfortable truck to drive and the latest changes to the gearbox have made a big difference. It’s made the truck work even better and you can make better use of eighth, ninth and tenth gears.”

It’s Dayle’s turn to share her Cascadia views with NZ T&D on the northbound return trip.

There is 30-tonnes of washed sand to be moved from Ruakaka to Firth at Puketona.

Before loading Dayle gives the bins a careful sweep to make sure the remaining handfuls of wood chips don’t get mixed with the sand that’s about to be loaded.

Dayle says she has driven trucks “on and off ” for the last seven years and in June she will have been with Carter’s Bulkhaul for two years, spending time in an Argosy before switching to the Cascadia.

She has also driven Komatsu Moxy dump trucks, water carts, compactors and tractors on construction and roading sites and also spent time in two- and three-axle trucks including Fuso Shogun and UD tippers on Auckland construction jobs.

She says truck driving has become her passion and she has always had a love for machinery: “I grew up driving tractors on a Truck & Driver | 37

Dayle Taylor (left) drives the Cascadia four shifts per week and is enjoying the comfort and relaxed performance.

Above: Detroit DD13 develops 505hp and is proving 15% more fuel efficient than previous Argosy units.

farm near Mangamuka,” she says.

“I’m still learning. I haven’t done the hard yards like Charlie has done.

“All of my experience was with artics and I hadn’t driven truck and trailer before I came here.

“The way you turn an artic is totally different to a truck and trailer unit, but I’ve come through that and I’m really enjoying it. I like a challenge and it was a challenge for me starting out.”

The more time behind the wheel of the Cascadia the more Dayle is liking it.

“When they first said they were getting a Cascadia I didn’t really care because I liked the Argosy.

“But this is quieter than the Argosy and more like a European truck with the specs and the comfort.

“It performs well when you are close to 50 tonnes. The torque is in the right place, and you can put in Performance and will hold a lower gear. In the Argosy you were changing more to get the best out of it.

“And it didn’t take too long getting used to a bonneted truck and the visibility is really good. There’s no big, square nose up in front of you.

“I like the mirror set-up, especially those mirrors down on the bonnet. It’s got good seats which you can adjust easily, and the air conditioning copes with the Northland summer.

“Getting used to everything doesn’t take that long. It’s not a huge or complicated dashboard.

“In some ways it’s totally different to the Argosy. It took a little while getting used to the wide [super single] tyres and I think the steering is a little bit heavier than the Argosy just because of the tyres.

“Now I’m used to it, it doesn’t bother me. It’s also a little bit longer but that hasn’t caused a problem at the places I’ve been to.”

38 | Truck & Driver

Dayle says she mostly drives the Cascadia in automatic.

“I love it. I drove around Auckland with a Road Ranger 18-speed, and I got RSI in my wrist because you’re changing gears all the time. If you’d had an auto, it would have been nice and this [the automated manual] makes it so much easier.

It’s less tiring.

“But driving around Auckland was a good training ground.”

“I mainly leave it in auto but as a precaution there are places like that start of some hills and pulling out of Mt Pokaka, where it’s pretty steep, where I move to manual.

“The change they [Keith Andrews] made to the gearbox software has made quite a big difference. I find it changes more when you’d expect it to, and it seems to have a little bit more boogie.”

“It’s a comfortable truck to drive. The Northland roads are rough as guts. Some of them are like a cross country course.”

Dayle says the four-night shifts give her a work-life balance.

“I like to be fit and be out running. I enjoy working with Charlie and I’m getting used to working at nights,” she says.

“I feel like I have lucked in. Sometimes I ask myself ‘why am I doing it? I haven’t had the experience.’

“I’m fulfilling my passion and I always wanted to work my way up to bigger trucks.

“I really appreciate that Dan has let me do this. It can be hard to break into and I’ve been given a great opportunity.”

Dayle says there’s been plenty of interest in the Cascadia from other drivers.

“When I first got out there, they were talking about it. A few people asked about the tri-axle set-up, but I didn’t know that much about then because it was brand new to me.

“It’s definitely created a bit of interest. But I think more will come out and nobody will think twice about it then.”

T

So far one of North America’s top-selling over-theroad trucks hasn’t become a common sight yet on New Zealand roads.

But the one-of-a-kind Carter’s Bulkhaul Cascadia fits well with the varied demands of the Northland setting and is proving itself on highways in all states of repair as well as rural roads and farm access tracks.

Keith Andrews Trucks reports that a Twin Steer 8x4 Cascadia isn’t entirely off the agenda and there’s no doubt it would prove popular in New Zealand and Australia markets and bring a boost to Freightliner sales numbers.

But Dan Carter is happy he took a chance on the pusher axle Cascadia.

In its first six months and 75,000km on the road the Carter’s Bulkhaul Freightliner Cascadia has delivered the 50MAX and fuel efficiency requirements which Dan Carter was seeking.

He says the Cascadia is averaging 60.6 litres per 100km while an Argosy doing equivalent work is achieving 70.4 litres per 100km.

“That’s basically a 15% improvement. We were expecting something like that and we’re pretty happy with it,” says Dan. “Our experience has been the truck has done exactly what we wanted. It’s fitted what we needed very well.” T&D

K Di Watts Director & Executive Broker m: 027 308 3803 e: di@affiliated.nz

Kim Oettli Director & Executive Broker m: 021 611 434 e: kim@affiliated.nz

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Truck & Driver | 39

HT

Test

AYDEN REVOR

W

HAT DO YOU DO WHEN YOUR favourite model of truck is discontinued, but you still love

the brand?

Dan Carter of Carter’s Bulk Haulage faced that conundrum when Freightliner announced the demise of the popular Argosy model. Even worse, when the Argosy’s replacement was announced it was a completely different truck style and not available in the New Zealand standard 8x4 configuration. Dan had a fleet of Argosy’s and had to consider how he was going to keep the preferred 50MAX nine-axle combination for his business.

The answer turned out to be a new

40 | Truck & Driver

Freightliner Cascadia set up with a third lift axle set in front of the drive axles. It makes for an interesting looking truck and it’s definitely not the norm seen on Kiwi roads.

Which is the reason we decided to test this set up and learn how it’s performing compared to its predecessor.

We catch up with the Cascadia at the Carter’s yard in Waipapa, north of Kerikeri for a run down to Marsden Point and a return leg back to Puketona, just south of Waipapa. I take over the driving just north of Whangarei at 50t all-up with a load of washed sand to deliver to Firth at Puketona.

The climb into the cab is good for an American truck and considering there are

Hayden Woolston

only two steps, the wide opening door and grab handles on each side help a lot. Once inside the cab I discover a comfy driver’s seat and nicely refined layout. Everything looks tidy and is easy to see at a glance.

In front of the driver on the dash are all the gauges and an info screen that you can

• SPECIFICATIONS • scroll through from the left side of the steering wheel. On the right side of the wheel is the functions for hands free phone and cruise control. On the two stalks there are window wipers and indicators on the left and drive function and engine break on the right. All of this makes a complete package and puts everything at your fingertips.

You would think all trucks would have these functions in these places, but I can tell you they don’t.

On the semi-wraparound dash is the stereo head and an aircon unit that is very simple to use with three toggles, something that I really like in a truck. I hate it when its overly complicated.

The rest of the dash is completed with three gauges, all other function buttons you don’t need on the steering wheel or stalks, air brakes and the tipper PTOs. Inset in the dash is a very handy non-slip storage tray, which is

The 505hp Detroit DD13 and 12-speed automated transmission perform strongly across the Northland terrain.

something else I really like.

Below the dash are drink bottle holders and for extra storage Dan has had a storage box fitted between the seats. All this makes for a nice roomy interior for a day cab American truck.

As I pull out onto the road from the gravel pit where we did the driver swap the vision from inside the cab is good with the mirrors showing everything the trailer is doing. When we hit the open road the 505hp Detroit DD13 engine and 12-speed automated gearbox work very well together, and I didn’t need to interrupt with manual override other than doing my own testing to see if I could catch the truck out on the hills.

It turned out to be faultless. I guess this is a massive advantage to the brands in the Daimler stable which all get access to the same driveline and technologies.

My biggest worry with this set up was how the truck was going to ride with the extra axle at the back. In this test on the lumpy roads of Northland there was no noticeable reaction to the bumps from the extra axle. Some standard 8x4 set ups with the twin steer have a worse ride than this when the second steer hits the big bumps.

In my previous test on the 6x4 Cascadia I had big issues with the light steering. This truck was much better than my last experience, but it is still on the light side needing minor corrections as you drive. If you know State Highway 1 north of Whangarei, you will know the roads are terrible in many places and the truck handled them as well as can be expected.

Vision from the driver’s seat is really good with the sloping bonnet giving you the impression that it is not even there and even the drop visor doesn’t impede my vision. The mirrors that are set forward on the bonnet don’t get in the way, to be honest I barely noticed they were there and didn’t use them.

Once we get back to Puketona it’s time to hand the truck back to the Carter’s Bulk Haul team. It’s enjoyable and revealing to test something that isn’t standard in our industry and the solution for Dan to keep his favourite brand in his fleet is a cool story.

It shows loyalty to the brand from Dan and if you look at all the other trucks parked up in the yard on a Sunday you can see that loyalty runs through to the lights, axles, tipper hoists and the trailer manufacturer. It takes a whole team of suppliers that keep these trucks working so if you are getting good service from them then why change the recipe? T&D

Freightliner Cascadia 8x4 116-inch Day Cab Engine: Detroit DD13 in-line sixcylinder, Euro 6 (DPF, EGR and SCR) Capacity: 12.8 litres Maximum Power: 377kW (505hp) at 1625rpm Maximum Torque: 2508Nm (1850 lb-ft) at 975rpm Engine Revs: 1400rpm at 90km/h in top gear Fuel capacity: Diesel 492 litres, AdBlue 49 litres Transmission: DT-12-1850-OH2 12-speed automated Ratios: 1st – 14.60 2nd – 11.30 3rd – 8.61 4th – 6.68 5th – 5.09 6th – 3.95 7th – 2.86 8th – 2.22 9th – 1.69 10th – 1.31 11th – 1.00 12th – 0.78 Reverse – R1 16.20, R2 12.50, R3 3.17, R4 2.46 Final Drive ratio: 3.42:1 Front axle: 1 x 7.2t Rear axles: 20.8t Meritor RT46-160GP with mechanical differential locking Brakes: Full disc brakes with Advanced Emergency Braking System Auxiliary brakes: Three-stage Jacobs Engine Brake Front suspension: Parabolic leaf spring Rear suspension: Freightliner Airliner air suspension GVM: 28,000kg GCM: 65,000kg

Truck & Driver | 41

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It is hoped that a charter covering livestock transport will include the design of loading facilities, along with the condition of animals picked up from farms.

NEW CHARTER FOR LIVESTOCK TRANSPORT L

by Nick Leggett Chief Executive

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Ia Ara Aotearoa Transporting New Zealand

IVESTOCK TRANSPORT HAS ALWAYS been a hard business. The work is stressful, the animal welfare responsibilities huge and the margins often very tight. Traditionally, livestock operators have also had the thin end of the wedge when it comes to the chain of responsibility – much of it falling on the poor old truckie.

Ia Ara Aotearoa Transporting New Zealand is seeking to change this situation and is working through our sector group, the National Livestock Transport & Safety Group, to spread the load across the whole supply chain and address some of the key challenges and risks faced by operators.

The proposal, which the industry has spent the last yearor-so formulating, is for a charter that would identify that each stage of the supply chain needs to take responsibility for the safe and efficient transportation of livestock.

Far too much responsibility currently lies with transporters. What we are seeking is for each business to recognise that what they ask their customers to do, the rates they pay, and the conditions they set, have a direct impact on the safety and performance of other parts of the chain.

Long hours, stress, hard working conditions, animal welfare, traditionally poor rates of pay and low margins are all issues we want the charter to address. We also want to see timely and accurate communications, better pickup and drop-off facilities, and more obligations as to the condition of animals before they get on the truck.

A lot of background work has already been completed by the National Livestock Transport & Safety Group and I am really encouraged by the number of stakeholders that are keen to be involved. These include farmer representatives, meat processing companies, stock agents and the regulators (Ministry for Primary Industries, Waka Kotahi NZ Truck & Driver | 43

Driving the economy

Kerry Arnold has served the industry in a technical and advocacy capacity for over 35 years.

Transport Agency and WorkSafe NZ).

Federated Farmers have taken a real leadership position, having helped put the draft charter together. They realise that unless things improve it will ultimately be their members that are disadvantaged, particularly if they are unable to find sufficient transportation for their stock. I am also pleased that Waka Kotahi has agreed to chair the group that will hammer out some of the finer points of the charter.

If we are successful in this it won’t only be transport businesses that benefit from it.

All those with an interest in the movement of livestock will be much clearer as to where responsibility lies and will understand their obligations. There will also likely be wider lessons for how chain of responsibility can be applied to other sectors of the road transport industry.

I know how frustrating it has been for those in our industry tasked with transporting

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

www.transporting.nz

44 | Truck & Driver

freight across Cook Strait recently. Suffice to say, being unable to forward book trucks on ships and the general instability of ferry services was the last thing we needed while enduring an already stretched supply chain and labour force issues.

I met with the KiwiRail team back in April and expressed our industry’s frustrations.

Unfortunately, issues of staff unavailability due to Covid and high freight demands combined with the loss of two ships has created a bit of a perfect storm and again points to the lack of resilience in our nationwide transport network at times of stress.

While short-term capacity issues are nothing new on Cook Strait what is concerning is that we could potentially face years of disruptions. New, larger ferries have been ordered but are not due until 2025 and 2026. We have some confidence however that capacity may be only a short term issue on the Strait.

The last thing we need in an already difficult economic climate is a long-term reduction in interisland freight movements as if you look ahead to next summer, when international tourism is back, there will be even greater pressure on our ferries.

Finally, I want to acknowledge the retirement of Transporting New Zealand’s Technical and Roading Manager Kerry Arnold. Many operators around the country will know of Kerry as I doubt there is anyone in or around the industry that possesses his depth of historical and technical knowledge.

For 35 years Kerry Arnold led our technical and policy teams. He represented the interests of the trucking sector with successive governments and countless transport officials to get the best possible solutions for operators.

Kerry’s inclusion in the NZ Road Transport Hall of Fame in 2017 along with the Institute of Road Transport Engineers of New Zealand Transport Award for Outstanding Industry Service in 2013 were well-deserved recognition for his contribution to our industry.

The advocacy and knowledge Kerry has provided to our membership will be greatly missed. We all wish him a very enjoyable and relaxing retirement. T&D

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

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A load of containerised pulp leaves the PanPac plant near Napier in one of ISO’s versatile Kenworth T410 10-axle units.

SO’S FLEET OF FLUORESCENT GREEN TRUCKS stand out like a beacon and the firm’s profile at New Zealand log export ports is equally prominent.

Trucking is one of many cogs in the machine of ISO’s operations in New Zealand, which handles around 60 per cent of New Zealand’s export log trade.

It loads over 500 log vessels a year, around 11 vessels a week. While logs — more than 25 million of them a year — feature prominently, ISO also handles a large portion of New Zealand’s kiwifruit exports, around 25% of the country’s pulp exports as well as container, breakbulk and all manner of other import and export operations.

ISO was founded in 1995 as a stevedoring company, which fundamentally is the process of loading or unloading ships. Since then, the company has diversified into other businesses where it has seen opportunities to add value for customers. More of ten though, it needed to ramp up efficiency in these other operations to keep up with its ability to load ships. It is now a multi-faceted logistics company focused on port operations.

In the good old days loading ships was done with a lot of labour. Crated goods were loaded into cargo nets which the ships’ cranes then hauled aboard. Stevedores then manually stacked them in the hold.

Of course, containerisation transformed much of the business of shipping, and of shipside handling operations. However, if you watch logs being loaded at most ports around the world it won’t look much different to the old-style cargo net process, except they are loading logs rather than boxes.

Logs still arrive at the ship’s side by loader or on a trailer. The ship’s crane lowers strops which are manually wrapped around the logs and the crane hauls them aboard. On the ship they are unhooked, then the stevedoring crew on deck use small diggers with log grapples to line them up neatly in the hold or up against stanchions lining the ships deck, stacking the load height 12 to 15 metres above deck level.

Having to attach strops around logs every few minutes is hard physical work, not to mention hazardous. Releasing the strops, which could easily be under tension, can be even more hazardous, even if the closest workers are reasonably well protected in a machine cab.

Another log loading operator still uses this process in Tauranga. Not ISO. It has revolutionised the loading process for its customers at this port, and in Gisborne, so that it now takes more than 50% fewer people and less time to load the ship and send it on its way. More on this later.

A phrase like “It’s the way we’ve always done it,” stands as an open challenge to ISO whose track record of innovation shows it to be pretty relentless in finding safer, smarter, and faster ways of doing things. That is better for the customers, it is clearly paying off in winning market share, but especially as it is safer, it also benefits staff.

ISO’s business development manager, Neil Weber, says that safety issue drove one of the innovations he introduced when he joined in 2014. In 2013 ISO won its first big contract in Tauranga for marshalling 2.5 million Truck & Driver | 49

Neil Weber has overseen many of the innovations introduced to the ISO operation in recent years.

tonnes a year of logs — basically compiling ship loads of logs. It had started marshalling in Napier in 2011 but the Tauranga contract was of a different order of magnitude and really got under way just as Weber joined.

The size of the new contract at Tauranga quickly highlighted a problem. Most of the logs are marshalled on the wharves but the client company had to store some logs just over the road in an offport log yard. That meant double-handling and it’s a straight additional cost. At the time ISO was using conventional looking trailers, triaxle ‘bailey bridges’.

However, Weber says, the big issue was the need to repeatedly fling chains over packets of logs and unchain them again af ter a short shuttle from the off-port yard. It was hard physical and frankly hazardous work.

“We’re a very, very safety-focused company and we don’t want people exposed to hazards or repetitive strain type injury and with throwing chains — there’s always that possibility.”

Even keeping staff prepared to do that job repeatedly was a serious challenge. Finding a solution was a priority as the Tauranga business increased from almost zero short haul logs to around 250,000 tonnes a year.

Weber had made several industry trips to 50 | Truck & Driver

Australia, so he knew that there, as in some other countries, backboards were sometimes fitted to logging trailer units. It wasn’t a big leap from there to modif ying a triaxle skel and making use of the container twist locks to install cage sides at either end. The change effectively created log bins, which hold the logs safely for their short journeys. With the logs caged the sides could remain open in the centre for easy loader access. The bin design did away with the use of chains entirely, in one fell swoop solving drivers’ biggest issue and again, it saved time and money.

It seems so obvious now. It’s one of those ideas that make you wonder why no-one thought of this before. Few ports do log shuttles and ISO was so successful in winning business with this operation it now has seven of the nine customers who use the off-port storage in Tauranga.

The trailers were built by Patchell Trailers, and Weber remains a big fan of their work. Clearly the bins are more enclosed than conventional trailers and although it may seem like it would be a solution for longer distance log haulage, it’s not. Weber explains the bin units are heavier than conventional trailers, so they would reduce the payload, and the empty trailers couldn’t be loaded onto the trucks, which is necessary to give the trucks enough

traction on forestry roads.

ISO operates six log bins, two per B-train trailer set, with more coming later in the year. However, even now, that short haul business is not full time, so the trailers can also be swapped out for curtain-sided bins. They are actually modified containers with a curtain on one side, for handling bulk pulp, effectively creating bins suitable for packaged pulp.

New Zealand exports over one million tonnes of pulp each year through the Tauranga and Napier ports, in both containers and in bulk. The pulp is all baled, but the bulk cargo is shif ted by clamp forklif ts which grab bundles of pulp bales using paddles at each side of the machine.

As Napier is the other port that needs log shuttles the log bins and bulk bins combo is in use there. They can be exchanged in just a few minutes. ISO handles 250,000 tonnes of pulp a year in Napier. Weber says the Super-B units mean they can run 60-tonne gross weight loads of logs and pulp 24 hours a day, five and a half days a week in Napier.

And that’s not the end of the innovation with these trailers.

Not all logs are of the same length. While the current bins are fine for logs of 3.9 to 5.9m they have room and payload capacity to handle more 3.9m logs per load. So now Weber and Patchells are developing a sliding mechanism making the back end of the bin moveable to allow two packets to be carried per bin.

ISO started out as a family business initially by the late Les Dickson and then later on by his son, Greg Dickson, and then his son, Liam Dickson. The family run business branched out into trucking in the early 2000s when they won a contract from Carter Holt Harvey to handle 500,000 tonnes of pulp that all came into Tauranga on the rail.

Weber says the 10-truck fleet was an aging “fruit salad” of second-hand trucks in the early years: Mitsubishis, Scanias, Sterlings, bought first for pulp handling (bulk and containers) and then for some container transport between Auckland and Tauranga. A couple of leased Isuzus were bought in around 2015. The first new trucks were two Freightliners mainly for line haul, which are still part of the fleet.

That fleet was also servicing the ISO warehousing and container packing operation in Tauranga, mostly timber into 40f t containers — again mostly short haul, around 5000 to 10,000 containers a year.

The pulp side was around 20,000 containers a year plus 12 to 18 ships a year of bulk pulp.

As the innovations that have transformed the business started to stack up, I asked Weber if he could name a top 10. “Easy,” he said. “This is a shipping business, so they are nearly all three-letter acronyms.”

He rattled them off: “RSMs, ATS, MHC, Pre-Advice, Com 90, MLS, LMS, ShipSys, Log bins and pulp bins, Super-Bs, debarkers… how are we doing?”

More than enough.

One of them was ISO’s move to a fleet upgrade focused on running at HPMV loads.

At the time Weber says there were not a lot of options but the Australian-built Kenworth T410 fitted the bill. They opted for four 6x4s and four 8x4s for container haulage. Weber says a lot of drivers prefer having a bonnet in front of them rather than the cab-over design favoured in Europe, partly for looks and partly for perceived safety, along with easier access, important when you are getting in and out frequently each day.

Top: Logs are checked through an ATS (auto tally station) before being loaded onto a ship.

Below: ISO ISO manages all of Tauranga’s bulk ship kiwifruit exports on behalf of Tauranga Kiwifruit Logistics and Zespri.

Bottom: One of the 550-tonne Liebherr Mobile Harbour Cranes in action at Tauranga.

Truck & Driver | 51

Loading pulp into a ISOI Kenworth at the PanPac plant in Napier.

ISO completed the order in March 2020 and the new trucks were all on the road by the end of November 2020. Weber says the Super-B conf iguration is a smart move for New Zealand and it reduces the number of loads on our roads for the given freight. The distribution over more axles avoids any increased loading on the road but the extra capacity reduces the number of truck journeys.

“The focus on axle loadings here is much greater than just about anywhere else,” he says.

The fleet upgrade gave ISO a new look on the road, but the company was also making another move to expand its truck business significantly. This change was much less visible.

In January 2021 ISO completed a deal to take over Gisborne-based Williams & Wilshier/Pacif ic Haulage Limited which runs 100 logging trucks, mostly Kenworths. They will remain branded in Pacif ic Haulage livery as the company has such a strong legacy in the region.

So, with the f leet sorted, ISO got back to looking at other ways to improve the business. Most of the innovations are home grown, but some have simply been ordered and shipped in, like the massive Liebherr MHCs, or mobile harbour cranes that dominate the skyline at Mt Maunganui, their jibs reaching 75m in height.

It takes a company with serious backing — which ISO got when it became part of the Qube group in 2017 — to fund the purchase of not one but six of these 550-tonne monsters, 18 months ago, each of which travels on 80 wheels. Three 52 | Truck & Driver

cranes are in operation in Tauranga and three in Gisborne.

The 12-tonne safe working load capacity cranes are equipped with the world’s largest grapples, specif ied by ISO, which lif t an entire trailer’s log packet at a time. No log wires are involved and there’s no-one around on the loading berth. Queried as to why the largest grapples are found here in New Zealand, Weber says it’s all a question of scale. “We handle a lot of logs here.”

At Tauranga and Gisborne there’s the volume to justif y the massive investment in the cranes. The economics only work if there is more cargo to move and the shipping available to take it when the extra speed increases the throughput.

The MHCs can load a ship with over 35,000 tonnes of cargo of logs, faster than the ship’s own cranes — that’s when they are even working. Weber says the frequency of shipboard cranes being inoperative is increasing due to a number of factors, including that they’ve been used for years on all sorts of bulk cargoes and operated by people in ports all around the world with widely differing levels of skill. This is a prime example of ISO taking control of a new area which benef its everyone involved in the process.

The new mobile cranes highlighted the need for another innovation. Traditionally the 30- tonne max ships’ cranes hoisted tracked machines — diggers — aboard to distribute the logs evenly. Typically, being the smaller 16–20 tonne machines, they struggle to keep up with the capacity of the mobile cranes.

Above: ISO trucks can be quickly converted from carrying containers to having the innovative log cages fitted for short-haul loading work.

Far right: Driver Levi Rahui checks the twist locks after the log cages have been fitted into place.

As the mobile cranes can also hoist heavier diggers aboard, ISO is moving to using a 30-35-tonne machine which can handle a bigger grapple and reposition many more logs at a time. Weber also says ISO is also developing a remote-control digger, which a driver can operate from the safety of a room onshore, anywhere.

“That’s really one of the drivers of innovation.

We are always looking at the safety of staff and if we think we can find a way of doing the job while making it safer for staff, we’ll do it. Or we’ll take a look at a completely different way of doing things.”

Another bought-in innovation are the Com 90 devices developed in Sweden, another solution to the perennial problem of chaining logs. The Com 90

unit, the first in New Zealand, has both hydraulics and a worm gear built into each stanchion of a log trailer. The hydraulics fling a pair of arms mounted at the top of each stanchion across the load of logs and they grab each other with a simple hook and loop arrangement. The worm gear then pulls the arms down tight, and it keeps up the pressure, hugging the logs even tighter if they settle.

Weber says at around $100,000 per unit they are not cheap, and they have to be mounted on trucks with hydraulics to the trailer. The one unit ISO is running is currently under evaluation.

Other innovations have been developed in house or in association with a partnering company.

Robotics Plus is one such partner and one of the

54 | Truck & Driver

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Today every log is digitally scanned for measurements and identification. big breakthroughs it has been involved with are the RSMs or robotic scaling machines. Three have been installed in Mt Maunganui. There are now 14 machines working in ISO operations with others due to be installed at other log ports soon.

They are an integral part of ISO’s LMS or log management system. Today, every log has to be measured and tracked. When logs are loaded in the forest the driver is supposed to count every log,

56 | Truck & Driver

which is harder than it sounds, says Weber. It was a constant headache, trying to reconcile packets of logs when they arrived at the port.

Now drivers send ‘pre-advice information’ to ISO when they pick up a load of logs in the forest. The logs are graded there, and the large end of all logs receive a painted mark. The driver sends photos of each load to ISO’s pre-advice system, which is unique to ISO, so it knows what’s coming.

Above: Loading logs in cages hauled by a Freightliner Columbia.

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Truck & Driver | 57

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In the past the load would be manually checked when it arrived at the port, and the logs ‘scaled’, that is the small end diameter of all logs would be measured with a ruler and a scanner would record the measurement. The amount of millable timber in each log is obviously important, and that has to be measured at the smaller end.

“In the past it was a process that could see drivers hanging around in a queue at the port for an hour or more depending on a number of factors.”

The first process when a truck arrives at the port is for each log to have a barcode ticket stapled to its small end, a key ingredient of the LMS or log management system. Then the drivers simply drive into the back of a large shed containing the RSMs. They stop under a caged gantry and the RSM’s powered boom laden with cameras rolls down and up between each packet of timber. It scans and photographs all the logs and tickets on both truck and trailer for the scaling sof tware to process every piece.

On the control screen you can see the RSM has automatically measured the dimensions of every ticketed log. In a few minutes the driver is through and heading onto the port to unload. With three lanes in operation, the RSM shed can handle more

than 300 loads a day, so there’s virtually no waiting.

ISO’s 14 machines are currently processing 1200 loads a day through Marsden Point, Gisborne, Napier, Timaru, and Bluff.

“It’s been a real boon to the transport companies — not that they would ever admit that,” says Weber.

“They love coming to ISO; it’s four minutes for scaling every time.”

The E-scaler operator, Midas Te Kakara, who comes from one of several families with more than one member working at ISO, is also happy to admit it was good for him too. A job in a nice warm office beats scrambling about in the rain, measuring logs with a ruler and a scanner.

Some RSM images also came in handy when one of ISO’s customers, a log exporter, received a query from an overseas customer who complained its order of logs of a certain volume turned up about 10 per cent less than ordered. They wanted a substantial discount. As the data tracking is so comprehensive the exporter simply asked ISO for the scans that showed every log in the customer’s order. The complaint was hastily withdrawn. “It must have been some other supplier,” says Weber, with a grin.

ISO also receives 40-50 per cent of the logs it exports through the port of Tauranga by train.

Truck & Driver | 59

ISO has been trialling a Swedish Com 90 log securing system on this Isuzu at Port of Tauranga.

The track terminates at the edge of the log yards. The train can’t go through the RSM bays, so the measuring process is still done manually, as described above — but not for long. Again, working with Robotics Plus, ISO has developed a mobile log scaler, the MLS. This fully automated driverless machine, which looks like a big square letter ‘n’ on wheels can find the train, straddle the carriages, and roll along the length of the train scanning as it goes.

The space given over to log marshalling yards, and of course the off-port yards, indicate the scale of the marshalling operation required to keep sending a log ship out every day. That’s where another piece of ISO innovation comes in. Shipsys is the ship side equivalent of the LMS. As the LMS tracks and accounts for every log coming into marshalling from the forest, Shipsys manages the packaging and loading of logs onto ships, ensuring the right consignments go on the right ships to the right ports. And it has a simpler version of the RSM, the ATS. The ATS or auto tally station is a shed containing a drive through scanner which checks every log into a consignment going aboard a ship, again replacing people having to scramble around a trailer with handheld scanners.

At the beginning we mentioned how in the good old days the wharves were swarming with people manually handling cargo. Advances in freight handling 60 | Truck & Driver

have removed much of the physical labour and ISO’s innovations have reduced much of the risk in the tasks that remain. But this doesn’t necessarily reduce jobs; the raw numbers say otherwise. By increasing efficiency and moving into other operations and making them work well too, ISO has increased its staff from around 600 in 2014 to 1100 now. The jobs have changed and become much safer.

It’s almost an afterthought when it takes minutes to drive past the log operation at just this one port, but we end up at TKL’s (Tauranga Kiwifruit Logistics) cool store, run by ISO, where consignments of kiwifruit are marshalled. Here ISO manages all of Tauranga’s bulk ship kiwifruit exports on behalf of TKL and Zespri — scanning pallets into the cool store for night loading and, during the day also loading directly onto the vessel.

As we left the port gates, Weber got a scheduled call to meet a contractor at another large shed sitting on a large yard just outside of the port. It was being upgraded to further refine another part of the loghandling process.

It’s clear there’s always something on the go at ISO. “I’d never get bored,” says Weber. “There’s always something new to do. We’re never satisfied with what we are doing today.

“I personally get a lot of satisfaction from helping make people’s lives better and especially safer. That’s always a big motivation.” T&D

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LEGENDS

ROD DOW

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HIS MONTH’S SOUTHPAC LEGEND, Rod Dow, was literally born into a transport company. Three years before his arrival, his parents, Dennis and Cynthia Dow, went into partnership with his uncle and aunt, Jim and Bev Barker, to buy a small King Country carrying firm, renaming it Otorohanga Transport. Jim and Cynthia were siblings.

Consequently, you could say that the company would be his future, like it or not. But he did like it. As he recalls, even the young fantasy games had a transport bias: “When we were little kids we used to be always around the yard. In those days pretty well everyone smoked, and I can remember us going to the dairy and buying those little lollies you could get at the time that looked like cigarettes, then sitting in the truck cabs pretending we were drivers.

“It’s a shame nowadays that young people aren’t able to be exposed to the trucks the way we were. Every school holiday, drivers would have their kids in the cab with them, but health and safety changes have meant that this is pretty much stopped. As a kid I lived in the depot.

62 | Truck & Driver

“In the early days of the business Dad looked after the mechanical side, while Uncle Jim mainly worked with clients. After Dad died – of a heart attack, aged 45 – Uncle Jim took on both sides of the job to keep the company going. Mum stayed on, doing administration and office work.”

Cynthia, along with Rod and his sister Carolyn, are still shareholders and active directors of the OTL Group, which in 2008 was split off from the wider Barker Group.

When he left school Rod didn’t jump straight into driving, he says: “I did an apprenticeship in engine reconditioning, and after I finished my time I went over to Aussie for a few months, as you do. When I came back, I then joined Otorohanga Transport, driving trucks for a while before moving into the workshop as fleet service manager.

“This went on for a few years before I moved into the office, as dispatcher.

That was my role for many years until essentially, I became the boss – out of the day-to-day running, now, but doing a whole lot of other stuff.

“Don’t get me wrong, I also enjoy the

office work, but dispatching especially can be very hard on family life. With a trucking firm like ours, it’s pretty much a 24-hour activity.”

Among the “other stuff” is a return to Rod’s career roots, and he reckons that he quite likes “mucking around in the workshop fixing trucks.

“I’ve always had a fascination with pulling mechanical things apart, not only to see what might be wrong with them but also to see how they’re designed. On what you could call the hobby side, I have a mid-80s Mack Ultraliner I’m doing up at the moment. It was originally run by Fulton Hogan down in the South Island, but I’ve now got it painted up in OTL colours. We had a couple of Ultraliners in the fleet at

one stage, so it’s in historical context.”

While many companies use Facebook as part of their public presentation, few handle it as entertainingly and professionally as OTL, and Rod is right in the thick of it all. Drivers and their backgrounds and interests are featured regularly, and safety and employment issues are presented in an attentiongetting way.

As an example, a recent video post has a deadpan Rod interviewing a potential new driver, explaining what the company offers by way of training and its expectations regarding work experience and drink and drug policies.

Twelve-year-old Cameron, the daughter of an OTL driver, wants to make sure she’ll have access to wi-fi, so she can watch Netflix (“but not while you’re driving,” he suggests gently) and needs a fridge in the cab to store her Pepsi. She has good references “for putting away the dishes” but understands there’s quite a backlog on driver training, around five years, leaving to say, “I’ll see you then.”

On the surface it’s all light-hearted, but the company’s employment policies are also presented concisely.

In fact, says Rod, the page was set up originally to recruit drivers: “The classic ad in the paper didn’t seem to be working and we figured that since lots of people

seem to be using Facebook, we would give it a go. We used a local cameraman to do the videos featuring the drivers and their trucks and we got a great response. It has just grown from there.

“We’ve got a great industry, with a wonderful mix of people, so we wanted to celebrate that part of the job, and we found that Facebook worked ideally in presenting their stories. It’s almost like recording a bit of history. Uncle Jim was always about people, too, and I suppose that has become part of our culture.”

Then there’s the April Fool’s clips, which after a couple of years look destined to be an annual feature. Blame Covid, says Rod: “During the first lockdown we got the idea for a video about Aussie-style road trains being trialled locally, with me walking around one of our stock units with an extra trailer attached. That went down very well – some people were sucked in at first, before they woke up to what day it was.”

This year’s effort featured the discovery that dogs can sniff out the Covid virus, Rod urging staff to let their dogs check them out and to stay home if they respond. The canine star of the clip (alerting to a ‘positive’ that was actually a treat in Rod’s pocket) is owned by Rod’s son Liam, himself a driver with OTL. The OTL page is definitely worth a look.

It can be found at “https://www.facebook. com/OTLGROUPLTD/”, or simply enter ‘OTL Group’ in a search engine.

Apart from a burgeoning career as a video star, Rod enjoyed many years playing senior club rugby, but says those days are long gone: “I tried a bit of Golden Oldies, but I’m one of those people who likes to be able to put everything into an activity and I found it frustrating that though I knew where I needed to be on the field my body wasn’t up to getting me there quickly.

“Nowadays I have an interest in a couple of racehorses. That was very much a passion of Dad’s. Over the years he owned several horses in partnership with Uncle Jim, and also was a registered trainer, so I guess that’s where I got that interest from.”

To Rod’s many accomplishments you can now add local government politician.

Two years ago, he was elected to the Otorohanga District Council in a byelection after a sitting member moved away from the region.

The township and the company have been his entire life, something he feels very comfortable with. In fact, it’s likely to go even further, he reckons: “I was born in the local hospital, as it was then. It’s now an old people’s home – which is probably where I’ll end up!” T&D

Truck & Driver | 63

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FEATURE

Rod’s Life Cycle

By Colin Smith

Rod Rutherford begins the North Island leg of his journey alongside the Hutt River.

Truck & Driver | 65

Starting from Bluff (above left) in mid-February, Rod spent two months riding through the South Island stopping to enjoy some the attractions along the way.

WORKING AS A SOUTH WAIKATO FONTERRA TANKER DRIVER FOR eight years – and before that carting dairy products from Longburn to Auckland – truckie Rod Rutherford is used to traveling long distances on the road.

But his current adventure – cycling solo the full length of New Zealand – is by far his toughest journey.

Cambridge-based Rod, 59, was diagnosed with cancer in December 2020 and he says the idea of riding from one end of New Zealand to the other came to him in a dream during his treatment.

“I didn’t know I had cancer. I thought I had a nagging cough and a sore throat, but the doctor had bad news for me. I had eight tumours,” says Rod. “I had Stage 4 clear cell renal cancer. It had started in my kidneys, but it had already spread to my brain, my ribs and my lungs.

“I had two tumours removed from my brain in surgery and then some radiation treatment. While I was recovering, I had an amazing dream. I got on a bike and cycled the length of New Zealand.

“It was like the dream was telling me; `life can be better’.”

Rather than dream it, Rod focused on making it a reality.

“At first my wife told me I was nuts and she reminded me I didn’t even have a bike,” Rod laughs.

“But she’s also been my greatest supporter.”

66 | Truck & Driver

The bike issue was quickly solved.

“My brother turned up a few weeks later and gave me a bike. I know it sounds very odd but that’s what inspired it.”

Departing from Cambridge on February 8, Rod got some rides with friends and took a couple of bus trips to reach Invercargill.

“It took me seven days to get there, and I spent another five days looking around down in Invercargill.

“Then one morning I went out to Bluff, got my photo taken with the famous signpost and started to ride up the South Island. It took me a couple of months.”

Rod’s route took him to Christchurch before catching the Trans Alpine Express to the West Coast and then continuing to explore through the Buller region to Blenheim and Picton.

After an April 16 ferry crossing Rod left his bike in Wellington and returned home for some scans and medical tests that he says have been a mixture of good and bad news.

He resumed the ride from Wellington in early May and reckons he’ll he on the road for two-and-a-half months before the Cape Reinga lighthouse appears is in his sights.

“My plan is to head around the East Coast and then through Tauranga and up to Auckland,” says Rod. “Then I’ll head out to the West Coast around the Kaipara Harbour,

cut back across to Whangarei and go through to the top. It’s a longer journey [than the South Island] but it’s the one I’m more familiar with. I don’t know for sure, but I think I should finish in the middle of July.”

Throughout his journey Rod has provided daily Facebook and Instagram updates on the places he’s been. He’s also raising money to support Cancer Society research efforts.

Video footage from his South Island trip is being edited by his sonin-law and posted to his YouTube channel.

“Along the way it has really opened my eyes to the amazing people of this country,” says Rod. His e-bike tows a lightweight single-wheel trailer where Rod stows a few bare essentials.

“I’ve got a small tent and a sleeping bag, and I try to stay in campgrounds.

“But a few times I’ve pedalled up someone’s driveway, told them my story and asked if they would charge my battery and let me pitch my tent for the night.

“People have been incredible. They haven’t said no, I reckon it’s because I look like Santa Claus,” he says.

“One night I slept in a tree hut which was swaying back and forward in the wind.

“I’ve had a lot of laughs. It’s been a great adventure and I’ve met all sorts of crazy and amazing people.

“Cancer is definitely challenging but I’m trying to face it with a bit of humour and some adventure.

“For certain stage four cancer is not great news and generally it’s not recoverable. But 18 months ago, I had eight tumours and now I’ve got two, so who knows how this will turn out,” he says.

“So, I make the most out of every day I have and leave tomorrow to take care of itself. My attitude is to smile a lot, laugh a lot and live a lot.”

Rod’s Fonterra workmates are keen followers and supporters his cycling adventure.

Dale Richards, the team manager for Fonterra’s South Waikato depots describes Rod as “very goal-oriented with an awesome attitude.”

“He’s been through hell but he’s a trucker, so he just gets on with things,” says Dale.

“What he’s doing is pretty amazing and everyone here on the team is right behind him.”

To follow Rod’s adventure search for “Rod’s Life Cycle” on Facebook, Instagram and YouTube. The link to his fundraiser is www. youcanforcancer.org.nz/rodslifecycle T&D Truck & Driver | 67

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FEATURE

DAF is developing the XF H2 Innovation Truck which features a hydrogen fuelled internal combustion engine.

A Cleaner Burn

By Brian Cowan

IF YOU LOOK AT IT SIMPLISTICALLY, THE HYDROGEN FUEL cell is shaping up as the primary path towards a carbon-free future for transportation. For light vehicles, battery electric looks secure as well, but recharging time and range limitation present huge challenges for long-distance goods cartage using pure electric drivetrains.

Huge, but not insurmountable. One alternative is the use of a quick-swap battery module, able to be fully charged off-vehicle – though in a long-distance, heavy-transport application such modules would need to offer at least five times the 100kWh capacity of the likes of the Tesla Model S car. Which calls for a dedicated vehicle design, quite unlike any current truck.

The point being there’s no single-best solution with each approach having its good and bad points. Despite the burning-

eyed fervour of some adherents for their pet concept, there are more shades of grey than a shelf of sado-erotic novels.

And now, into this mix, comes a return of the idea of burning hydrogen directly in an internal combustion engine – on the face of it a grand scheme, for when you burn hydrogen (in other words, combine it with oxygen) the end product is simply water.

Some 20 years ago, several engine makers looked seriously at the concept, chief among them being BMW. The company even got a 750i model running acceptably well, but eventually flagged the project for offering too many hurdles.

Among them were very high combustion temperatures when using an ideal fuel/air ratio, leading to an excess of oxides of nitrogen (NOx) in the exhaust, and the need for aggressive Truck & Driver | 69

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Liebherr and MAHLE are collaborating on hydrogen combustion engines and have developed a pre-chamber ignition system to suit hydrogen on its H966 and H964 engine.

positive crankcase ventilation to avoid blown-by fuel igniting in that space, since hydrogen is much easier to ignite from a stray spark or hot spot than petrol or diesel.

On the other hand, it is much more tolerant of lean mixtures (though at the cost, obviously, of power output), which reduce peak combustion temperatures and consequently NOx production. It also works best at high compression ratios.

Hmm...high compression ratio, integrated SCR and EGR systems to reduce NOx, sounds like a modern (Euro 5 or 6) diesel engine, eh? And that’s the development path that several groups are taking, mixing hydrogen with diesel in a dual-fuel approach. And it’s about to be trialled in New Zealand.

Conventional compression ignition using hydrogen alone doesn’t work, alas, for despite igniting easily when triggered by an outside source, it has a very high auto-ignition temperature (around 580degC compared with the 180-320degC of diesel).

You just couldn’t build an engine with a compression ratio high enough to produce these sorts of temperatures.

However, mixed with diesel in about a 40:60 hydrogen: diesel ratio, the gas works very well. Its extreme diffusability (the reason why it’s a devil to keep contained at anything like normal pressures and temperatures) promotes excellent mixing of the two fuels prior to combustion, and its greater energy density than the diesel ensures peak power output can be maintained.

The real beauty of the approach is that a modern diesel engine already carries NOx-reducing kit in the shape of its SCR and EGR systems, meaning a dual-fuel conversion requires

H2 GAS

engine modifications little more complex than that of an LPG/ petrol spark ignition engine project. The payoff is the zerocarbon exhaust emissions of the hydrogen component – not the full Monty, sure, but a simple and cost-effective first step towards the phasing out of fossil fuels.

A leading player in the development of this technology is ULEMCo, a Liverpool-based British firm. And it’s ULEMCo’s H2ICED technology that a local start-up, KiwiH2, has adopted for a trial scheduled to begin soon involving units from local trucking companies.

KiwiH2 is one of several recent recipients of funding from the Government’s Low Emission Transport Fund (LETF) administered

by EECA (Energy Efficiency and Conservation Authority). In the first instance the trial will involve two units.

Sarah Barnett, senior communications advisor with EECA, sees the plan as an important first step towards a zero-carbon future, using existing vehicles: “KiwiH2 will be offering customers a bundled leasing and fuel package that will, for a monthly fee, include the lease of the conversion unit and all fuel (both diesel and hydrogen),” she says.

Cummins reveals hydrogen engine CUMMINS UNVEILED ITS 15-LITRE HYDROGEN ENGINE AT THE Advanced Clean Transportation (ACT) Expo held in Long Beach, California in early May. The engine is built on Cummins’ new fuel-agnostic platform that allows a base engine to be adapted to suit diesel, natural gas and hydrogen fuel types.

Below the head gasket each fuel type’s engine has largely similar components, and above the head gasket, each has different components to optimise its performance.

Full production is expected in 2027. Zero-carbon hydrogen fuel is a key enabler of Cummins’ strategy to help customers reduce greenhouse gas (GHG) emissions.

“We’ve established significant goals as part of our PLANET 2050 sustainability strategy, including a target of zero emissions,” says Srikanth Padmanabhan, President, Engine Business, Cummins Inc. “Reducing well-to-wheels carbon emissions requires innovation of both energy sources and power solutions. While use cases for battery electric and fuel cell electric powertrains are promising, the pairing of green hydrogen in the proven technology of internal combustion engines provides an important complement to future zero emissions solutions.”

Cummins announced the testing of hydrogen internal combustion (ICE) technology in July 2021, and has made impressive early results, already achieving production power and torque targets (over 810 ft-lbs torque and 290 hp from the medium-duty engine).

Additional testing on more advanced prototypes will begin soon. With Cummins’ significant global manufacturing footprint, the company can quickly scale production.

Cummins says the industry needs multiple solutions to meet the needs of all on- and off-highway customers and all applications considering the variation in duty cycles and operating environments.

The engine will be a zero-carbon fuelled solution for multiple markets. Cummins intends to produce hydrogen 72 | Truck & Driver

internal combustion engines in both the 15-litre and 6.7-litre displacements.

Hydrogen internal combustion engines use zero-carbon fuel at a lower initial price of a fuel cell or battery electric vehicle with little modification to today’s vehicles. Accelerated market adoption of hydrogen engine powered vehicles is driven by the technology’s high technology maturity, low initial cost, extended vehicle range, fast fuelling, powertrain installation commonality, and end-user familiarity.

“Heavy-duty trucking is critical to the global economy and is one of the hard-to-abate sectors of the economy,” said Daryl Wilson, Executive Director of the Hydrogen Council.

“We are encouraged by progress at Cummins in the development of hydrogen-fuelled internal combustion engines and look forward to continued advancements that can help us reach cost-effective decarbonisation of economies worldwide.”

Grundon, the UKs largest waste management and environmental service company, began trials with ULEMCo’s dual-fuel hydrogen-diesel technology in 2018.

KiwiH2 will be offering customers a bundled leasing and fuel package for a monthly fee.

“This package will provide businesses with a cost-effective way to immediately reduce their carbon emissions, making it an ideal transition technology for existing diesel fleets and putting industrial businesses on track to meet the 2050 emissions targets.”

KiwiH2 CEO Victoria Sim concurs: “We believe that some emissions reduction right now is critical rather than waiting for new technologies to be commercialised that will eventually arrive in Aotearoa New Zealand in the medium term. We consider there is real social value in providing a choice for New Zealanders to capitalise on the awareness and support for change as soon as possible.

“It’s essential that all industrial vehicle owners, be they single owner-operators, SMEs or large industrial corporates in New Zealand are made aware of the opportunity to reduce their emissions today. We have deliberately structured the business model for delivering the product (long-term leases with bundled fuel) to remove complexity and upfront costs to ensure that it is accessible to all industrial vehicle owners,” Sim says.

For the present, neither EECA or KiwiH2 are prepared to

release details of the fleet(s) involved in the trial, the truck models or their work cycles, citing confidentiality. However, KiwiH2 has released some details of the conversion technology.

The onboard storage tanks (total volume will vary from vehicle to vehicle depending on available space) will operate at a pressure of 350-bar (5000psi), as will the associated refuelling nozzle, pipework and regulators.

From a safety viewpoint, the control system is fitted with both dynamic and static leak detection and a pressure relief mechanism. Should anything untoward happen, the flow of hydrogen will be cut off immediately. In addition, a side impact absorbing framework will be fitted around the tanks, which are sited either under the chassis or behind the cab for minimal intrusion into load space.

Depending on available space and range desires, the hydrogen tanks and delivery systems will add up to 200kg to the vehicles’ tare weights.

ULEMCo’s control system is calibrated to produce the same performance as the base engine, meaning there’s no observable difference from the driver’s seat. And should the hydrogen run out, the system will automatically revert to full Truck & Driver | 73

For both fuel cell and combustion use, hydrogen refills and storage is at 350-bar pressure for larger commercial vehicles. Passenger cars like the Hyundai NEXO and Toyota Mirai are refuelled at 700-bar pressure.

diesel, again with no observable difference.

At the engine level, the conversion involves not much more than the fitting of hydrogen gas injectors, a job not too far removed from converting petrol cars to LNG or LPG. Little wonder, then, that the job will be handled in NZ by the team at Auckland’s Fuel Conversions & Automotive Repairs, who have 40 years’ experience in the segment.

Government-monitored trials in the UK have demonstrated that a medium urban delivery truck will reduce its annual CO2 emissions by around 70 tonnes using green hydrogen in an ULEMCo system. Note the word ‘green’ in this context, denoting that the gas has been produced via the electrolysis of water, during which not only were no little furry critters harmed, but no carbon was released.

Sadly, barely 5% of the world’s current production of hydrogen is green. The majority is ‘grey’, being extracted from natural gas via a process called steam methane reforming (SMR). And guess what’s the primary by-product of SMR? Right, carbon-bloody-dioxide. Natural gas is a hydrocarbon after all, and once you’ve dragged the hydrogen out the carbon’s what’s left over.

In fact, both grey hydrogen production and diesel combustion account for nearly the same carbon output, around 0.25-0.27kg of CO2 per kWh of energy in the fuel. kWh, kilowatt-hour, is the handiest energy unit to use in this context, because it works equally well across gases, liquids and electricity.

The carbon costs associated with the drilling, refining and transport of diesel bump it to 0.33kg/kWh, while grey hydrogen tops out around 0.28, for a solid if not spectacular advantage.

So-called ‘blue’ hydrogen is produced via SMR, but the CO2 is captured and sequestered on the spot. The technology to do this is still in its infancy, but some approaches are showing promise.

74 | Truck & Driver

Meanwhile, fans of the green hydrogen approach can stop preening themselves for a moment. Not only are there energy losses of around 20% in a typical industrial electrolysis process (1kWh of electricity in gives 0.8kWh of hydrogen out) but where the electricity comes from is a key question.

Globally, 70% of electricity still comes from non-renewables (coal, natural gas etc). Australia, with its primarily coal-based network, is at 75%.

Electricity from coal has a carbon footprint of 1.0kg/kWh, while from natural gas it’s 0.42. Let’s leave Aussie out of the mix and assume a global average of 0.7kg/kWh. Factor in the renewables proportion and the efficiency loss with electrolysis and you’ll find that ‘green’ hydrogen averages out at 0.61kg/ kWh! Makes dirty ol’ diesel look positively like a bunch of roses, doesn’t it?

NZ is in the top rank of renewable electricity generation (hydro, wind and geothermal), and we like to pat ourselves on the back for our 85% of installed capacity. But occasionally lakes run low, and winds don’t blow, so our actual renewable generation for the past couple of decades has only occasionally bettered 80%, with coal and natural gas taking up the slack.

Run the numbers and our green hydrogen comes out at 0.18kg/ kWh, not too shabby, but not as pure as some would proclaim.

And then what about green hydrogen currently costing around twice as much as grey, and ever-rising electricity prices likely to widen the gap yet further?

One thing’s for sure, it’s a fast-moving, fast-changing world out there as we scramble to a carbon-neutral future. There are no solid certainties anymore. Today’s hot ticket could be floating in the gutter as tomorrow’s new technology bites.

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Rabbit holes, rabbit holes... T&D

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FEATURE

Ia Ara Aotearoa Transporting New Zealand wants RUCs spent on road construction and maintenance and not being used to support a wider climate change agenda.

By Brian Cowan

RUCs under review

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The Ministry of Transport has sought discussion about a substantial review of the Road User Charges system. Brian Cowan looks at some of the proposals and feedback from industry leaders.

SUBMISSIONS HAVE RECENTLY CLOSED ON A DISCUSSION document on Road User Charges (RUCs) launched by the Ministry of Transport in January... with varying responses from transport industry groups.

At close to 80 pages, the document is the most comprehensive review of the RUC system since its inception in 1978 and carries with it 89 questions the Ministry wants to put to stakeholders and other interested parties.

Several of the issues that are canvassed are guaranteed to promote controversy, chief among them being the question: Should RUC continue to be levied on the basis of damage to the road network only, or should it be extended to include a wider range of harms, like pollution and traffic congestion?

That one in particular has triggered a firm response from Nick Leggett, CEO of Ia Ara Aotearoa Transporting New Zealand, who

says the Ministry is barking up the wrong tree.

“In our submission on the RUC review we strongly oppose the idea of adding costs to a simple user-pays system to clip the ticket on unrelated externalities at the whim of the Government, especially when it is unclear where the extra funds sourced would go, other than into that great big bucket called ‘climate change’ – transparency and accountability seem to be out.

“The beauty of many of New Zealand’s taxes is their simplicity.

RUC works well because vehicle owners pay for the road they use and those vehicles that create more pavement wear, pay accordingly.

“Transporting New Zealand supports the principle that funds paid by road users through RUC, fuel excise, and vehicle registration fees should be used predominantly to pay for road construction and maintenance and Police Commercial Vehicle Safety Team (CVST) enforcement.

Truck & Driver | 77

Fully electric vehicles, including trucks, are currently exempt from Road User Charges.

“The clarity of the RUC system has been its strength, and although not perfect, it offers a level of transparency and rigour that has many benefits. Any dilution or reduction in its integrity will be detrimental to good policy making.

“There are already other taxes and levies in place for road transport externalities. For example, there is the Emissions Trading Scheme (ETS) to manage greenhouse gases, and the ACC levy for injuries related to road crashes.

“Using the RUC system to recover external costs risks collecting revenue over and above that due, and it follows that misallocation of resources will result.

“Misallocation of RUC revenue will ultimately lead to less money being spent on roads at a time we can least afford that.

“Disappointingly, in reading the review discussion document this appears to be an attempt by Government to find an unfair financial lever to support its climate change agenda, a position Transporting New Zealand strongly opposes,” Leggett says.

James Smith, COO of National Road Carriers, has a different perspective on the document, seeing it as a genuine whiteboard exercise on RUCs, and effectively the first time since 1978 that there has been a serious proposal to revisit the scheme and ask the fundamental question, what are RUCs all about?

However, he admits to a little disappointment at the muted response from the both the wider transport and his association’s members.

“Considering it’s an issue that’s so wide ranging and has an impact on the whole community, we were expecting a high level of interest, but that hasn’t been the case,” says Smith.

“We actually had to go looking to find people to join the discussion groups hosted by the Ministry. The Ministry has been open to engagement, but it looks as if the New Zealand psyche of apathy could be at the base of it all.

78 | Truck & Driver

AV Nick Leggett, Chief Executive Officer of Ia Ara Aotearoa Transporting New Zealand.

“That said, I guess the fact that the Covid pandemic has put everyone under immense time pressure has been a factor, as too the fact that many of changes being investigated are in the range of three to four years away.

“It’s easy to think, ‘We’ll worry about it then.’ But sometimes ‘then’ can be too late if the change takes the form of an amended regulation.

“Now that submissions have closed, I feel that the industry in general has let an opportunity pass. However, there is plenty more to come, and we are looking forward to the next stage in the process.”

James Smith says that a survey of the National Road Carriers membership on what were seen as two of the potentially most contentious issues raised by the document returned somewhat unexpected results.

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The discussion document questions whether RUCs continue to be levied on the basis of damage to the road network only, or extended to include a wider range of harms, like pollution and traffic congestion.

“To the question ‘Should e-RUC be made mandatory?’ just 65% of the respondents said ‘No’, far lower than we had thought.

And even in that group quite a high proportion gave a qualified answer, along the lines of: ‘In general no, but there can be instances where it should be mandatory.’

“The other Yes/No question we sent out where we expected total unanimity was ‘Should RUC revenue be used for anything other than roading?’, but this too returned a mixed response. It wasn’t an overwhelming ‘No’, by any means.

“The main problem facing the Government in the area of RUCs is that within a fairly short space of time revenue from fuel excise will be no more – once fossil fuels are phased out. Even in the

National Road Carriers Chief Operating Officer James Smith.

80 | Truck & Driver

short term, the fact that conventional vehicles are now more fuelefficient has contributed to a decline in revenue.

“By 2030 the entire vehicle fleet will have to be shifted to a RUC-style system, which is the fundamental reason why this current document has been put out for discussion,” he adds.

Reading the lengthy document is a truly daunting exercise. It is made somewhat confusing by the inclusion of a lot of what could be termed ‘peripherals’ – things like display of labels, administrative responsibilities and the like – but the Ministry can’t be accused of not being thorough.

The issue of primary interest to the road transport sector (and the one addressed strongly by Transporting NZ in its submission) is that of externalities other than road damage – primarily greenhouse gas emissions, but including air or water pollution, noise pollution, accidents, or other harms such as congestion.

The paper acknowledges any such move would open a Pandora’s Box of complexity and would shift the essentially neutral nature of the current RUC and FED (fuel excise duty) charges partly into the realm of behaviour modification.

And should such charges be additional to a base rate, or offer discount elements for reduced harms, it asks. As an example, owners of full electric vehicles currently pay nothing towards road maintenance, despite in many instances being significantly heavier than their diesel- or petrol-fuelled equivalents.

That honeymoon period expires in March 2024 for light vehicles and the end of 2025 for heavy EVs. But given that it will take at least 30 years after that before fossil fuel use will effectively disappear, a coherent strategy to pay for infrastructure will be vital.

One of the potential anomalies commented on by the paper details a theoretical exemption in RUC to promote alternatives to fossil fuels and thereby reduce greenhouse gas emissions.

The paper comments that the cost per tonne of carbon avoided (in terms of foregone RUC revenue) would be around two-thirds higher for a 55t HPMV combination than a small diesel truck, which would appear to be counterproductive. T&D

FEATURE

Securing the future

By Colin Smith T FIRST GLANCE THIS PAIR OF NINE-AXLE KENWORTH K200s doesn’t look a lot different to other rigs in the familiar Rotorua Forest Haulage (RFH) green and white colours. But look a bit closer and they usher in a new generation of automation and safety for Kiwi logging trucks.

What makes the duo special can be demonstrated in a few moments of hydraulic choreography that will likely grab the attention of anyone who has thrown chains over the top of logging trucks and trailers.

Both RFH K200s are equipped with the Swedish developed ExTe Com 90 log securing system. The system has been used in Sweden’s forest industries for about 20 years and the design is covered by three patents.

Local refinement has been carried out by Evans Engineering in Tokoroa with three trucks completed and a fourth now in build.

With extendable bolsters, integrated lashing arms and a hydraulic tensioning system, ExTe Com 90 automates a significant part of the log securing process. And it also monitors the tension holding the logs in place while the truck is moving and allows in-cab or remote operation.

It’s technology that has already allowed RFH to speed up loading and unloading times on its two units.

But the primary reason behind putting the Com 90 system into use is to reduce the risk of shoulder injuries which logging truck

drivers can sustain in the process of throwing chains over their loads.

Evans Engineering design engineer Sam Haines has led the local testing and adaptation of Com 90 to suit New Zealand conditions. He started work on the project in 2018, visited Sweden the following year and developed the first Kiwi unit as a trial at Port of Tauranga for ISO Ltd starting in December 2019.

“When we introduced the system on the first ISO truck moving logs around the streets near Port of Tauranga, I followed it for the afternoon and timed everything. That truck went from 10 shuttles in a day to 22.

“After that successful initial trial at the Port of Tauranga for ISO, RFH approached us with the backing of Timberlands Ltd about implementing the Com 90 system into a HPMV highway unit,” says Haines.

“Timberlands are very safety focused and are proactive about implementing concepts to reduce risk and harm.”

The Com 90 system offers several advantages to logging truck operators.

“Throughout the years the logging industry has relied on chains and wire ropes to secure the logs to the vehicle when transporting,” says Haines.

“These have to be thrown over the packet of logs and manually tightened with twitches or other tensioning tools. The chains can Truck & Driver | 81

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Greg Hose uses the remote to lash down a load of logs with the ExTe Com 90 system.

be quite heavy depending on the size and length. This in turn has caused many injuries to workers over the years.”

The ExTe Com 90 system is a logging bolster that can extend and secure the logs simply by pushing a few buttons.

“The system consists of hydraulics and integrated lashing arms to extend above the height of the packet and then pull down to secure the load with 1.7 tonnes of force. That’s almost two and a half times what a man can do with a twitch and extender bar,” says Haines.

The lashings comprise a nylon webbing strap encased in a durable nylon/rubber outer covering. The bolsters are high tensile steel.

“The system is controlled via a touch screen display in the cab where you can monitor system pressures all the time the truck is moving. An alarm lets you know if the system needs to be retightened,” says Haines.

On the RFH Kenworth’s that simply means stopping the truck briefly and re-tensioning the Com 90 without leaving the cab.

“On some trucks fitted with a continuous PTO you can have the system automatically retighten itself while it’s moving,” says Haines.

“When arriving at a loading site you push a few buttons in the cab and the bolsters will open automatically.

“Once the logs are loaded, you can use the Com90 remote control to close the lashing arms and pull down on the logs.

“When arriving at the unloading site, without leaving the cab you can open the lashings ready to be unloaded from the safety of the cab.”

RFH now has the second and third Kiwi units completed by Evans Engineering. They’re out in the bush and also working from the Kaingaroa Processing Plant (KPP) to destinations including the Red Stag Mill, Kinleith, Kawerau and Port of Tauranga.

At the moment Timberlands regulations require them to also use belly chains but Com 90 is still easing the workload for drivers and saving time. Securing the three belly chains takes only a third the amount time as the nine chains used on a standard three-packet load.

RFH Operations Manager Sam Sargison says the early experience with Com 90 has been positive.

“It’s a learning curve and there have only been a few technical issues,” he says.

Sargison says the system is of greatest benefit where trucks are running shorter (50-80km) shuttle trips.

“However, the benefit isn’t just time. The technology will tell you if your load has shifted slightly and needs re-tensioning but the biggest thing for us is learning about new ways to protect drivers from injury.”

Sargison says there is an awareness the average age of drivers is increasing and reducing the amount of chain throwing – and potentially eliminating it completely – would be beneficial.

“The Com 90 system is something than can help to keep drivers healthy and working in the industry for longer. This system may also make the log transport industry more attractive to a wider range of people.”

Sargison says testing that included five repeated 0.8g emergency braking stops that saw Com 90 easily met the Land Transport safety requirements.

“We had the truck come to a complete stop from 70kph and nothing moved,” he says.

Being able to run without belly chains is a possibility but isn’t considered a priority for the immediate future.

“The goal for the moment is to reduce as much of the manual labour and injury risk as possible and make things more efficient.

Beyond that who knows,” says Haines.

Truck & Driver | 83

To get the driver’s viewpoint on Com 90 NZ Truck & Driver spoke with RFH drivers Greg Hose and Jeff “Skippy” Hennell.

“It’s definitely a cool system, I really like it,” says Hose who has driven logging trucks for about 25 years.

“It’s a lot quicker than nine chains and you’ll often move up the queue in the chaining zone.

“The loaders do have to be a bit more careful with the bolsters and how it’s loaded is important. The diggers are good because they can place the logs really carefully.”

The 70km round trip from KPP to Red Stag Mill was with `Skippy’, who he began since driving a Com 90 equipped K200 has earned a second nickname.

“They’ve started calling me ‘Watch My Bolsters’,” he says.

That’s because Skippy has been protective of his new Com 90 gear and keen to impress on loader drivers that slightly different loading and unloading techniques are required.

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“It’s expensive and I’ve been really careful. I treat the gear like it’s mine,” says Skippy.

“When I first started with it, I wasn’t saving much time because I was asking the loader if they had loaded us before and explaining you can’t push like you normally do.

“The first week took a bit longer but now everyone has got the hang of it and it’s really fast. It can easily save 10 minutes of chaining at both loading and unloading if everything goes to plan.

“I try to get loaded in more of a pyramid shape because of the way the lashings latch together,” he says.

Skippy is driving a 525hp Cummins X15 powered K200 with an 18-speed Road Ranger transmission. He says Com 90 makes no difference to how the truck drives and performs.

The two-month-old K200 runs on a 58-tonne permit. The Com 90 system and the hydraulics that run it have added about 1-tonne to the tare weight.

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The ExTe Com90 system with a log load fully lashed down (far left), in the process of opening (left) and fully open (right) ready to be unloaded.

Skippy says that training gave him a basic understanding of the Com 90 system, but it was first two weeks or so in use where he became familiar with its operation.

“It was a bit like getting a new TV remote or a new controller for a Playstation or something. You can be shown how to use it, but it takes a little while to fully understand it.

“At first I was a bit apprehensive of all the buttons and technology but after a bit of time using it, it’s been really good,” says Skippy.

“All of the drivers in these trucks talk to each other quite often about the little glitches they’ve had, and we bounce ideas off each other.

“We’ll ring each other as ask “have you had this happen before?’ It’s all part of the learning curve.”

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Top Left: RFH has two Kenworth K200s equipped with the Com 90 system.

Lower Left: The tablet display in the cab shows the lashing pressures and provides a warning if tension falls below 1200kg.

Right: “Skippy” Hennell only has three belly chains to fasten and unfasten on a three packet load.

if the tension ever goes below 1200kg.”

It also identifies on the touchscreen which lashing needs to be re-tensioned.

Skippy says there’s been plenty of interest from other drivers.

“I’ve been getting a lot of questions about it from other drivers and some of them come and have a good close look at it. One of my mates was watching me use the remote control and called me a lazy bastard.

“You still have the belly chains but you’re only throwing three chains rather than nine. It takes about a third of the time and that’s great when it’s raining.”

The K200 doesn’t run `empty trailer-up’ on this short run back to KPP but when it does, on other runs, Skippy says it’s important to make sure the gantry hook is sitting a little higher than where it’s usually left to ensure it doesn’t make contact with the lashings.

A few modifications have been made to suit New Zealand conditions.

“At the same time as adding the Com 90 system to the trucks we made use of the hydraulic system and added cylinders to the truck bolsters so they can be laid over and stood up by pushing buttons,” says Haines.

Evans Engineering have also shortened the bolsters and rams to suit local conditions.

86 | Truck & Driver

Scandinavian log trucks typically carry a larger number of logs which tend to be smaller diameter and lighter but stacked higher than in New Zealand. Fully loading the RFH trucks to the original 1900mm bolster heights would have put them overweight.

That led to the bolsters and the rams inside them being shortened by 250mm on the first RFH truck and once proven the same dimensions were installed for the second truck.

There have been a few teething problems and improvements made along the way.

“It’s working well but we are still improving,” says Sam Haines.

“Originally the software was in Swedish but now we have an English language tablet in the cab.”

And a minor wiring glitch on the second truck meant the system didn’t recognise the trailer was attached.

The log industry has worked hard on procedures and new technology to improve safety. ExTe Com 90 fits the bill by reducing the risk physical injury for drivers as well as providing a monitored log securing system.

Sam Haines can see more automation being introduced to the logging industry that will further improve safety and efficiency gains.

“I don’t think it will be long until we are building fully automated units that are completely controlled from the cab of the truck – all of the load securing and even the trailer lifting,” he says. T&D

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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 looming 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 the opportunity to offer its thoughts.. T&D

The problem with biofuel mandates

By Simon Court, ACT Party spokesperson on transport ANYTHING WHICH MAKES SUPPLYING energy more complex and costly is bad for business and ultimately bad for consumers.

That is why the Labour Government’s biofuels mandate is such a bad idea.

In the pursuit of lower transport emissions, Labour has announced that all liquid fuels need to include a minimum percentage of biofuel from 1 April 2023.

Biofuels are typically made from waste cooking oil, corn, and palm oil. If biofuels are made from something that grew, then that animal or vegetable has already taken carbon out of the atmosphere. That is why biofuels are seen as a way to reduce emissions compared to diesel made from mineral oil.

Modern diesel engines can only run on a certain percentage of biofuels before they gunk up the injectors. But that’s not the worst problem facing business and consumers.

MBIE advisors told the Government that: “Internationally, there is evidence that increased demand for biofuels has led to negative environmental impacts and in some cases rising GHG emissions.

“Land use change (both direct and indirect) caused by biofuel feedstocks can contribute to deforestation (therefore increasing net emissions rather than reducing them), loss of soil carbon, biodiversity loss, and competition for food – potentially increasing food prices and reducing food security.”

However, around 60 countries have set biofuels targets which means New Zealand will be competing for and paying more for biofuels than ever before. And MBIE believes this will increase the potential for food and feed-based biofuels to increase competition for food and land.

How is that environmentally friendly?

And it’s not just the environment, it’s business and consumers who will pay excessive costs if they can’t get the precious biofuels, which already cost around four times as much as mineral diesel.

The Labour Government will also impose penalties of up to $800 per tonne of carbon on fuel suppliers who can’t get enough biofuel to meet their mandates.

New Zealand has signed up to reduce carbon emissions to net zero by 2050.

Whether you think this is the right target or not, our trading partners expect New Zealand to play our part in reducing emissions.

Fortunately, we have an effective scheme which puts a price on carbon emissions so that businesses who emit carbon can choose to either reduce emissions or pay for others to reduce theirs. It’s a simple and glorious system, the Emission Trading Scheme or ETS. A tonne of carbon costs around $75 at the moment, if you have to buy one to offset your emissions.

Currently the cost of that tonne of carbon under the ETS adds around 20 cents per litre of diesel. As a result there are now real incentives for large fuel users to begin the switch to hydrogen and battery powered trucks. These are still expensive but rapidly coming down in price.

I spoke to an investor in the Hiringa hydrogen business this week. He told me that they finally have consents and are now building four hydrogen production and refuelling stations in the North Island. Soon they will be able to supply a network of fuel retailers with clean green hydrogen through the Waitomo chain.

This all started well before a biofuel mandate was imposed by Labour.

Bad policy like the biofuel mandate risks wrecking the environment, pushing up the price of food, and adding cost to business

Simon Court

and consumers at a time of already soaring inflation.

The biofuel mandate, which is yet another climate smoke signal, will do nothing to reduce emissions that could not already be reduced at much lower cost under the ETS. The mandate makes investing in alternative long-term solutions to reduce emissions really challenging for businesses, as Governments can change the playing field at any time.

ACT simply does not believe that Labour Ministers or their officials could pick a technology winner. If they could then why on earth are they still working in Wellington for Government?

That is why ACT as a party in a future government would drop expensive subsidies for EV’s, scrap biofuel mandates and let energy suppliers and energy users work out the most efficient way to reduce emissions.

New Zealand businesses are already well on their way to meeting our emissions reduction targets. The Government should trust them and get out of their way. T&D Truck & Driver | 89

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Established in 1988 Diesel and Turbo Wellington has evolved into a vibrant well respected business. We are proud to be the Caltex Lubricant Distributor for Wellington, Taranaki and Manawatu (Lower North Island). We understand that equipment reliability is critical to your business. Our professional team, and our Oil Shop Network can assist you with implementing efficient Lubrication service solution for your fleet, saving on down time and reducing operating costs. Call the Team at Diesel and Turbo 0800 568 9218 or your local Caltex Oil shop.

National Road Carriers

DEFERRAL THE CAUSE OF OUR WOES

By James Smith, COO, of National Road Carriers Association

I

RECENTLY ATTENDED A BREAKFAST WITH GRANT ROBERTSON hosted by our friends at the Auckland Chamber of Commerce.

Regardless of your political leanings there is always some common ground to be found, and this occasion was no different.

It would be fair to say that whilst the audience was a bit right of centre than a chat with the party faithful, there was more than the occasional nod of agreement.

One such point that most of you will understand relates to the state of our roads.

It may come as a surprise to learn that the Government agrees that the state of our roads is not where it needs to be and that there has been work undertaken to understand why this is.

New Zealand is not alone in having road infrastructure that is failing to deliver. Look at any industry publication globally and the state of the roads is one of the key issues.

In New Zealand, we stopped investing in infrastructure required for future growth at least 50 years ago, and at the time there were very good reasons for doing so.

In the 1970’s there were the oil price shocks (1974 – 1977 and 1979 – 1982) that followed hard on the heels of a collapse in the wool price (1967 – 1969) and the loss of “Mother England” as our primary export market as they joined the European Union in 1973.

In 1987 we had the share market crash that led to the short but sharp recession (1991 -1992) at the same time the transport industry was deregulated and we saw large-scale privatisation of Government departments.

1997 – 1999 saw another short sharp recession, this time caused by the “Asian Crisis” and drought.

The last slowdown was the Global Financial Crisis (2008 – 2012) and then just as things looked like we were in for a period of sustained economic stability along came Covid 19 and we headed down the crisis route again.

James Smith

What has this history lesson got to do with the state of our roads?

The answer lies in the tools used to manage each of these economic shocks. The tools always included deferral of large infrastructure projects with the notable exception of the “Think Big” projects initiated in the late 1970’s of which only electrification of the North Island Main Trunk could be deemed transport infrastructure.

For the last fifty years New Zealand has failed to build the infrastructure required for future economic and population growth.

The National Land Transport Fund pays for the maintenance of existing infrastructure however even that model is flawed as it plans future maintenance based on past activity so is always lagging behind growth and usage in real terms.

One of the starkest examples of infrastructure failure as a result of deferral is the state of the KiwiRail Cook Strait Ferries.

Decades of dithering regarding the possible relocation of the Southern port to Clifford Bay meant decisions on vessel replacement were continually deferred. Combine this with ownership changes and we are now facing, and the reality of worn out vessels with replacements still several years away.

Anyone that runs a fleet of trucks knows that if you need to operate a reliable service you either need a reliable fleet requiring only routine servicing or you need a large fleet with enough units to cover those in the workshop for major maintenance.

Finally, back to that breakfast meeting with Grant Robertson.

What got heads nodding (wisely not due to fatigue) was his statement that New Zealand needs to return to the point where we are investing for its future needs.

Grant is correct. I look forward to seeing that put into action.

The NRC team is always available to assist anyone who chooses transport as their occupation. If there is anything you need assistance with, please call us on 0800 686 777. T&D Truck & Driver | 91

The Eurocargo cab chassis is an ideal platform for a wide range of body fitments – the chassis rails are completely flat on top and free from obstructions, allowing body lengths from 7 to 9.5m.

Another benefit of the Eurocargo range is its versatility. It is easy to drive, even in city centres thanks to a compact cab, an industry-leading steering angle (49 degrees) provides an outstanding turning circle. The range also delivers excellent performance with up to 279hp and 950Nm of torque available, while also returning excellent fuel efficiency. Complementing the powerful engines are a selection of transmissions providing several options depending on the job requirements.

For more information visit your local IVECO dealer or phone 0800 FOR IVECO (0800 367 48326).

www.iveco.co.nz

TD32528

With GVMs ranging from 12 tonnes to 22.5 tonnes and offering outstanding performance, great manoeuvrability and marketleading ergonomics and comfort, it’s no wonder the Eurocargo is one of Europe’s most popular medium duty trucks. And with extended oil change intervals depending upon application plus a 3-year / 250,000km warranty, the Eurocargo provides owners with a low whole of life costing.

Steve and Philippa Murray, owners of Waharoa’s Murlicht Transport have just added the first nine-axle unit to their fleet. Steve Murray is driving the DAF CF FAD Space Cab which is equipped with 530hp MX-13 engine, 16-speed TraXon automated transmission, DAF axles, air suspension with full X-locks, Dura-Bright wheels and Right Weigh scales. Other features include a roofmounted light bar, badge light and extra marker lights to the visor and mirrors. Caulfield Signs did the cab signage and wrapping of the sun visor and the truck deck and 5-axle flat deck trailer was built by Lilley Engineering.

Record run continues… Just!

NEW ZEALAND’S NEW TRUCK MARKET CONTINUED ITS record-breaking form in April.

There were 407 new trucks (GVM of 4.5 tonnes or more) registered for the month, a 1.7% improvement on the best-ever April registration tally of 400 achieved in 2019.

April’s figures grew total sales for the first four months of the year to 1713 units, according to official NZ Transport Agency data. That’s a 31.2% increase on last year’s 1306 registrations in the same period and just 0.7% ahead of the previous record of 1700 registrations set in 2019.

The new trailer market achieved 115 registrations in April – still 31 shy of 2018’s record April performance of 146 registrations. The YTD total at the end of April stood at 449 new trailers.

FUSO continued as the truck market leader in the overall 4.5t to maximum GVM market. An April tally of 98 registrations takes FUSO’s 2022 total to 352 and its market share YOY has increased from 18.5% to 20.5%.

Second-placed Hino has also picked up year-on-year with 289 registrations so far in 2022 to earn a 16.9% share, up from 216 sales and a 14.4% share at the same point last year.

Isuzu placed second in the April market with 73 units ahead of Hino with 63. But YOY Hino registrations of 272 units YTD has slipped behind a 290 total at the same time last year while its market share has dipped from 19.3% in 2021 to 15.9% in 2022.

Scania (123/34) is another major player picking up market share in 2022.

Scania sits fourth YTD with a 7.2% market share, moving up from eighth YTD last year when it had recorded 84 registrations and a 5.6% share.

Iveco (98/20) moved ahead of Mercedes-Benz (92/13) during April and is now tied for fifth ranking YTD with Kenworth (98/17). Eighth placed

UD (82/25), Foton (75/20) and DAF (56/8) all retained their positions in the top 10.

There were no surprises in the crossover 3.5-4.5t GVM segment, with Fiat (98/20) extending an already dominant lead on Volkswagen (40/4) and Mercedes-Benz (31/5).

In the 4.5-7.5t GVM class, FUSO (164/57) continues to lead ahead of Isuzu (87/16). Iveco (58/10) is third, while Mercedes-Benz (57/5) has improved to fourth YTD, pushing Hino (55/14) back to fifth.

The 7.5-15t GVM category sees Isuzu (107/34) extending its lead over Hino (92/23) and FUSO (71/14). Foton (32/7) retained fourth ahead of Iveco (12/2).

In the 15-20.5t GVM segment, Hino (45/5) retained the lead ahead of FUSO (18/3). UD (17/5) is third, ahead of Isuzu (11/2) in and Scania (9/2).

April sales in the tiny 20.5-23t segment saw Hino (6/3) double its sales for the year as did Sinotruk (2/1). They are still the only brands to register any trucks in this category.

The premium 23t to maximum GVM division is led by Scania (114/32) YTD. Fuso (99/24) moved up into second place at Kenworth’s expense (98/17), although just one registration is the difference.

Hino (91/18) remains in fourth ahead of Isuzu (67/19), UD (62/20), DAF (55/8), Volvo (38/11), Mercedes-Benz (31/7) and MAN (29/5) completing the top 10.

In the trailer market, Patchell (41/9) built on its lead while MTE (37/9) performed well in April and is now tied YTD for second with Fruehauf (37/7).

Roadmaster (31/7) holds fourth spot, while Transport Trailers (28/8) has edged ahead of Domett (27/7). Next are TMC (22/6), Transfleet (19/5), Freighter (17/3) and Fairfax (14/3) to round out the top 10. T&D Truck & Driver | 93

Auckland’s T8 Traffic Control has added an IVECO Eurocargo pairing to its 30-strong traffic management fleet. T8 has chosen EuroCargo ML 140-280 4x2 models powered by the 280hp Euro 5 engine developing 950Nm of torque. They have a ZF six-speed automated transmission, Meritor MS10-144 rear axle with diff locks and 4.111:1 final drive ratio.

23,001kg-max GVM 2022

4501kg-max GVM 2022 Brand FUSO HINO ISUZU SCANIA KENWORTH IVECO MERCEDES-BENZ UD FOTON DAF VOLVO MAN HYUNDAI SINOTRUK VOLKSWAGEN FREIGHTLINER INTERNATIONAL MACK FIAT RAM SHACMAN WESTERN STAR PEUGEOT Total

Vol 352 289 272 123 98 98 92 82 75 56 38 35 23 21 15 11 8 8 5 5 5 1 1 1713

% 20.5 16.9 15.9 7.2 5.7 5.7 5.4 4.8 4.4 3.3 2.2 2.0 1.3 1.2 0.9 0.6 0.5 0.5 0.3 0.3 0.3 0.1 0.1 100

April 22 Vol % 98 24.1 63 15.5 71 17.4 34 8.4 17 4.2 20 4.9 13 3.2 25 6.1 20 4.9 8 2.0 11 2.7 7 1.7 2 0.5 1 0.2 9 2.2 1 0.2 2 0.5 3 0.7 0 0.0 0 0.0 2 0.5 0 0.0 0 0.0 407 100

3501-4500kg GVM 2022 Brand FIAT VOLKSWAGEN MERCEDES-BENZ CHEVROLET FORD RAM RENAULT LDV IVECO PEUGEOT Total

Vol 98 40 31 19 15 13 8 6 2 2 234

% 41.9 17.1 13.2 8.1 6.4 5.6 3.4 2.6 0.9 0.9 100

April 22 Vol % 20 41.7 4 8.3 5 10.4 10 20.8 0 0.0 5 10.4 0 0.0 1 2.1 1 2.1 2 4.2 48 100

4501-7500kg GVM 2022 Brand FUSO ISUZU IVECO MERCEDES-BENZ HINO FOTON HYUNDAI VOLKSWAGEN FIAT RAM PEUGEOT Total 94 | Truck & Driver

Vol 164 87 58 57 55 43 20 15 5 5 1 510

% 32.2 17.1 11.4 11.2 10.8 8.4 3.9 2.9 1.0 1.0 0.2 100.0

April 22 Vol % 57 45.2 16 12.7 10 7.9 5 4.0 14 11.1 13 10.3 2 1.6 9 7.1 0 0.0 0 0.0 0 0.0 126 100

Iveco moves up to share fifth ranking with Kenworth YTD.

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

Vol 114 99 98 91 67 62 55 38 31 29 19 19 11 8 8 3 1 753

% 15.1 13.1 13.0 12.1 8.9 8.2 7.3 5.0 4.1 3.9 2.5 2.5 1.5 1.1 1.1 0.4 0.1 100

April 22 Vol % 32 18.5 24 13.9 17 9.8 18 10.4 19 11.0 20 11.6 8 4.6 11 6.4 7 4.0 5 2.9 0 0.0 5 2.9 1 0.6 2 1.2 3 1.7 1 0.6 0 0.0 173 100

Trailers 2022

7501-15,000kg GVM 2022 Brand ISUZU HINO FUSO FOTON IVECO HYUNDAI UD MERCEDES-BENZ Total

Vol 107 92 71 32 12 3 3 2 322

% 33.2 28.6 22.0 9.9 3.7 0.9 0.9 0.6 100

April 22 Vol % 34 42.5 23 28.8 14 17.5 7 8.8 2 2.5 0 0.0 0 0.0 0 0.0 80 100

15,001-20,500kg GVM 2022 Brand HINO FUSO UD ISUZU SCANIA IVECO MAN MERCEDES-BENZ SHACMAN DAF Total

Vol 45 18 17 11 9 9 6 2 2 1 120

% 37.5 15.0 14.2 9.2 7.5 7.5 5.0 1.7 1.7 0.8 100

April 22 Vol % 5 20.8 3 12.5 5 20.8 2 8.3 2 8.3 3 12.5 2 8.3 1 4.2 1 4.2 0 0.0 24 100

20,501-23,000kg GVM 2022 Brand HINO SINOTRUK Total

Vol 6 2 8

% 75.0 25.0 100

April 22 Vol % 3 75.0 1 25.0 4 100

Brand Vol 41 PATCHELL FRUEHAUF 37 M.T.E. 37 ROADMASTER 31 TRANSPORT TRAILERS 28 DOMETT 27 TMC 22 TRANSFLEET 19 FREIGHTER 17 FAIRFAX 14 JACKSON 11 CWS 9 HAMMAR 9 TES 9 EVANS 8 MTC EQUIPMENT 8 KRAFT 7 MILLS-TUI 7 TANKER ENGINEERING 6 TES 5 LUSK 5 TIDD 5 MAXICUBE 5 SEC 4 LOWES 4 MD ENGINEERING 3 WHITE 3 MAKARANUI 3 WHITE 3 WARREN 3 MODERN TRANSPORT 3 STEELBRO 2 OTHER 54 449 Total

% 9.1 8.2 8.2 6.9 6.2 6.0 4.9 4.2 3.8 3.1 2.4 2.0 2.0 2.0 1.8 1.8 1.6 1.6 1.3 1.1 1.1 1.1 1.1 0.9 0.9 0.7 0.7 0.7 0.7 0.7 0.7 0.4 12.0 100

April 22 Vol % 9 7.8 7 6.1 9 7.8 7 6.1 8 7.0 7 6.1 6 5.2 5 4.3 3 2.6 3 2.6 5 4.3 2 1.7 4 3.5 2 1.7 2 1.7 2 1.7 0 0.0 1 0.9 2 1.7 0 0.0 1 0.9 2 1.7 2 1.7 1 0.9 2 1.7 0 0.0 0 0.0 1 0.9 0 0.0 1 0.9 2 1.7 0 0.0 19 16.5 115 100

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Eclipse Logistics has a new FUSO Shogun FV2546K working from the Totara St container depot at Port of Tauranga. It’s the sixth truck in the Eclipse fleet and is driven by Shane Peterson. The 6x4 Shogun develops 460hp and is equipped with the Fuso ShiftPilot Gen-3 transmission and D10 hypoid tandem drive. It tows a Steelbro four-axle skelly. CDSL Engineering at Mt Maunganui completed the tractor conversion and set-up.

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Napier’s Steve and Kim Toki have just added another Kenworth to their Hawke’s Bay Heavy Haul fleet. The new T909 6x4 with 36-inch Aerodyne sleeper is being driven by Jordan Te Paa moving heavy machinery and logging equipment around the lower North Island. The T909 has a 618hp Euro 5 Cummins X15, Eaton RTLO22918B manual transmission, Meritor RT50-160 rear axles with 4.56:1 ratio and Neway heavy duty airbag suspension. Features include Dura-Bright alloys, Cummins road relay unit, dual raised intakes, dual 7-inch exhausts, custom heavy duty bullbar, extra lights, stainless panels and drop visor, painted fuel tanks and tool boxes, trailer hydraulics and heavy duty fifth wheel.

TD32537

A new Mercedes-Benz Atego 1630 AK is working from the Hinuera depot of Wealleans Groundspread driven

by Brett Clow. The 4x4 Atego has a 300hp engine and nine-speed manual transmission. It’s spreading fertiliser, lime and super in the Waikato region with a Welleans body design.

Truck & Driver | 97

A new Kenworth K200 Aerodyne 8x4 is on livestock cartage duty for Beale Trucking of Mangatainoka.

Driver Mike Todd is at the wheel of the K200 which has a Euro 5 Cummins X15 with 618hp, Eaton manual RTLO20918B 18-speed transmission and Meritor MT23-165GP DCDLx2 rear axles. Primax PAX462 rear suspension and Dura-Bright alloy wheels are fitted and custom touches by Southpac Trucks include stainless panels to steps with LED lights, below grill lights, dual intakes, dovetail top spoiler and extra lights for the bumper and roof top. Jackson Enterprises built the livestock deck and 5-axle trailer fitted with Delta stock crates and the custom paint is by Reon Madden at Supreme Spray Painters in Masterton.

Auckland’s Hitech Environmental has a new Iveco EuroCargo ML 160-280 4x2 for skip bin duty.

The Eurocargo develops 205kW (279hp) at 2500rpm and has maximum torque of 950Nm (700 lb-ft) available at 1250rpm.

It drives via the six-speed ZF 6AS1000 automated transmission.

Front suspension is Iveco 5860 rated at 6100kg and the rear axle is a Meritor MS10-64 with differential lock and 11,000kg capacity. The low roof sleeper cab with cool box also features RVE leather seats, Iveco chrome package and premium floor mats.

98 | Truck & Driver

Matt Goddard, owner of Onehunga-based Kiwi Waste & Recycling has just taken delivery of his new Kenworth K200 8x4.

Seasoned driver George Epere was shoulder tapped to drive Matt’s new investment. George is very at home behind the wheel having been in the waste industry for many years and a big fan of Kenworth trucks. The K200 has a 600hp Cummins X15, Eaton FO22E318B UltraShift-Plus 18-speed transmission, Meritor 46-160GP differentials with dual diff locks and inter axle diff lock riding on Airglide 460 suspension.

Clint Herring from Headcase Designs did the signage and a Transfleet 134 cube clip chip waste unit with five-axle walking floor trailer completes the unit.

VT Transport’s big Otahuhu-based fleet has added a new Shacman X3000 6x4 carting steel and timber products on a four-axle semi-trailer.

The X3000 works between Whangarei and Christchurch and has a 560hp Cummins engine, 10-speed Eaton Endurant AMT and Hande differential. It’s equipped with auto greasing, beacon lights and Telematics system along with Lane Departure Warning, a 400-litre fuel tank, alloy wheels with super single front tyres, reversing camera and tyre pressure monitoring.

Murray Leslie is driving a new International Prostar R-LGHD for Invercargill’s DT Kings Transport. The 8x4 logger is working in Southland forests powered by a 550hp Cummins X15 driving via a Road Ranger 20E318B MXP UltraShift transmission and Meritor 46-160 rear axles. The Prostar has a logging spec front bumper, twin vertical exhaust stacks, 9-inch offset front rims and is working with a five-axle Modern Transport Engineers multi-bunk log trailer.

Truck & Driver | 99

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www.brokersunited.co.nz 104 | Truck & Driver

EG32317

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22/09/21 8:57 AM