NZ Truck & Driver March 2023

NZ TRUCK & DRIVER

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| March 2023

March 2023 $9.50 incl. GST

BIG TEST High and Mighty | FLEET FOCUS Driven by Horsepower | FEATURE: Bombay Truck Show delivers

FLEET FOCUS

Driven by Horsepower

FEATURE

Bombay Truck Show delivers

Issue 265

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CONTENTS Issue 265 – March 2023

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44

News

The latest from the world of road transport including…. A revised timeline for New Zealand’s largest hydrogen fuel cell truck trial…. A look ahead to the Brisbane Truck Show…. Super Truck racing at Timaru… A new look for the Mack Granite….

New safety technology for the worksite and Mercedes-Benz gets its EVs ready to trial `Down Under’.

FEATURES: 62

65

Giti Tyres Big Test

High and Mighty: It can be hard to keep the wheels turning when wet weather hits the forests. But new six-wheel-drive Scania XT loggers at work in the Gisborne region give Pacific Haulage and forest owners a new option to keep the logs moving.

74

Transporting New Zealand

Chief Executive Nick Leggett welcomes the Government decision to extend the Transport Support Package and RUC discounts while also supporting the introduction of roadside drug testing.

78

Teletrac Navman Fleet Focus

Driven by Horsepower: Hard at work or racing on the ovals, Canterbury’s Malcolm Ngatai has some high powered machines. We visit Suck It Up Ltd for a look at a specialised business using a wide range of trucks for crucial jobs.

MANAGEMENT

81

83

Southpac Trucks Legends

Ken Holmes has seen the ups and downs of the forestry industry as a logger and as a transport operator. He’s also introduced innovative processes and technology which have brought efficiencies and improved safety to the industry.

Bombay Truck Show:

The sun shone on the second Bombay Truck Show in January and the event surpassed all expectations with a huge turnout of trucks and enthusiasts.

Dunedin’s Summer Showcase

The Dunedin Truck Show was back in business for 2023 with a big turnout at the Mosgiel A&P Showgrounds.

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

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

93

Super Truck Evolves

CrediFlex Recently Registered

The 2023 new truck market makes a promising start with registrations close to pre-Covid records.

Plus, this month’s photo gallery of new trucks on the road.

Most of the headlines are now dominated by battery electric and hydrogen fuel cell developments. Daimler Truck shows there remains plenty of scope for further improvement in diesel efficiency with its SuperTruck II design concept.

COLUMNS

Unlocking the Golden Triangle

89

Picard’s Prize-winner

91

The completion of the Waikato Expressway section of State Highway 1 has been a game-changer for freight movements and provides the critical links to the new Ruakura Super Hub.

The winner of the Double Coin Tyres NZ Transporting Imaging Awards is Rotorua-based M.A. and L.P. Picard Ltd with its eye-catching twotone blue and orange logging fleet.

It’s Political

Each month NZ’s major political parties are given the opportunity to offer their opinions on issues affecting the road transport industry. ACT have responded with their views this month.

National Road Carriers Association

Justin Tighe-Umbers outlines why New Zealand needs to commit to a 50-year roading infrastructure plan.

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

Olivia Beauchamp Gerald Shacklock David Kinch Euan Cameron

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

The containerised hydrogen storage system which debuted at the TMC Trucking Industry Show in Christchurch in November and a Hyzon fuel cell electric truck on show at the 2022 IAA Transport expo in Hanover, Germany.

Hydrogen building momentum in 2023 SUPPLY CHAIN DELAYS HAVE SLOWED THE PROJECT, but New Zealand’s largest hydrogen fuel cell electric truck initiative now looks set to hit the road from the third quarter of this year.

Hydrogen transport initiatives have made more local headlines recently with the launch of a new zero-emission aviation consortium between six partners - international aerospace leader Airbus, global green energy company Fortescue Future Industries (FFI), Air New Zealand, next generation energy company Hiringa Energy, liquid hydrogen solution pioneers Fabrum, and Christchurch Airport.

The consortium is developing a 400-hectare renewable energy precinct called Kōwhai Park near Christchurch airport to pioneer the commercial deployment of green hydrogen-powered aircraft.

The truck programme between partners Hiringa Energy, Waitomo Group and TR Group, with funding support from the Energy Efficiency and Conservation Authority, dates back to a late-2020 announcement. It will see fuel cell electric trucks operated across a range of linehaul, container movement and logging roles.

Ongoing supply chain issues have pushed back the original timeline of having the trucks operating in 2022.

A fleet of 20 DAF CF-based Hyzon 6x4 fuel cell tractor units will be supplied by TR Group to operators including Fulton Hogan, Centre Port, StraitNZ, PBT, MOVe Logistics and others.

Capable of operating at 58-tonnes, the trucks have a range of 600km on a tank of hydrogen. TR Group will own and lease the trucks to customers with a fully maintained operating lease.

“We are now looking to have the first two trucks here in the third quarter of this year and two more in the fourth quarter. That will give us a chance 4 | Truck & Driver

to do some local testing before the rest of the trucks arrive next year,” says TR Group general manager Brendan King.

The construction of Waitomo’s fuel stations and the supply of the hydrogen generation, compression and storage equipment have also experienced delays.

All four of the fuel stations in the first phase of construction are now timed for completion around June to September this year, just ahead of the first trucks arriving.

Some of the hardware has arrived in New Zealand with Hiringa Energy displaying the containerised hydrogen storage system at the TMC Trucking Industry Show in Christchurch late last year. These will be located at the Waitomo Group sites.

The first 20-foot container on show in Christchurch houses nine hydrogen storage cylinders, storing 350kg of hydrogen for refuelling vehicles. It works in conjunction with the on-site electrolyser and compressor/refueller units due to arrive in New Zealand soon. There is also a larger unit housed in40-foot containers.

“We now have four of them [storage containers] in the country and a fifth one is complete in the UK and being used to test the compression system,” says Ryan McDonald, Hiringa Energy Head of New Business.

The FCEV trucks, the hydrogen electrolysers, compression and storage equipment and the four initial Waitomo stations in Auckland, Hamilton, Tauranga and Palmerston North represent the three major pieces of the project. The Q3 timing for the trucks and stations will see the hydrogen momentum build in the second half of this year.

It’s also expected visitors to the Brisbane Truck Show in May will be able to view a Hyzon FCEV truck. T&D

NEWS The Brisbane Truck Show returns in May and again promises to be the largest expo of its type in the Southern Hemisphere.

Big drawcards at Brisbane show BRISBANE IS BACK ON THE DESTINATION LIST FOR New Zealanders with an interest in new trucks, classics and heavy machinery.

The biennial Brisbane Truck Show went ahead in 2021 but Covid travel restrictions made it a difficult trip for Kiwi enthusiasts. In 2023 the event returns to the Brisbane Convention & Exhibition Centre, running from Thursday 18 May to Sunday 21 May. The Brisbane show is recognised among the world’s leading industry business events. It is owned and run by national industry association, Heavy Vehicle Industry Australia (HVIA), who have produced the Brisbane Truck Show, on behalf of members and the broader industry, for over 50 years.

The event promises the biggest line-up of trucks, trailers, components, equipment and technology in the Southern Hemisphere.

A final list of major reveals and new model introductions has yet to be published but among the exhibitors is PACCAR with the opportunity to showcase the new Kenworth K220 range, Western Star with its new 47X, 48X and 49X models and MAN’s new generation TGL, TGM, TGS and TGX .

Buoyed by record demand for new trucks in the lead up, key brands represented in Brisbane will include Mack, UD, Hino, Isuzu, DAF and Freightliner.

New electric trucks will also be on display, including Volvo’s all-new Volvo FL and FE Electric medium-duty models, SEA Electric’s 300 and 500 Series, and potentially the Mercedes-Benz’s eActros, which is set to begin local trials in early 2023.

Confirmation of a Hyzon stand suggests its fuel cell electric truck – due on New Zealand roads later this year – will be on show.

The Brisbane show also puts the skills and innovations of Australian trailer manufacturers on display along the latest products and services from industry suppliers in segments such as lighting, driveline components, wheels and tyres and lubricants. The dedicated Merchandise Alley is another popular feature of the show.

The drawcards extend beyond the show at the Convention Centre.

Running concurrently in the Parklands precinct - with the support of Tourism and Events Queensland, Brisbane City Council and South Bank Corporation - is the South Bank Truck Festival.

Little Stanley St and Stanley St Plaza will be closed to traffic for an exciting showcase of innovative trucks and trailers along with free family entertainment.

Nearby at the Rocklea Showgrounds the Heritage Truck Association Australia hosts its big annual classic truck show. The HTAA show is on May 20-21 with gates open from 8am on both days.

HTAA’s Michelle Wilkie says the association is hoping to once again see the showground at capacity, filled with all different makes and models of trucks, tractors, cars, utes and machines. The showgrounds are just 15 minutes’ drive from the Brisbane Convention & Exhibition Centre (BCEC).

Another event running in conjunction with the Truck Show is the 2023 Heavy Equipment and Machinery Show.

Previously the Civil Construction Field Days, the new and improved show will be presented by Civil Contractors Federation Queensland (CCF QLD) at the Royal International Convention Centre and Showgrounds (Brisbane Showgrounds) from May 18-21.

2023 Brisbane Truck Show details

Venue: Brisbane Convention & Exhibition Centre, Glenelg St, South Brisbane QLD 4101 Opening Hours: Thursday 18 May | 10am-5pm Friday 19 May | 10am-5pm Saturday 20 May | 10am-5pm Sunday 21 May | 10am-4pm More info, tickets etc: www.brisbanetruckshow.com.au T&D Truck & Driver | 5

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NEWS

The first MAN eTrucks will begin work with DB Schenker in the first half of next year.

DB Schenker orders 100 MAN eTrucks THE UPCOMING MAN ETRUCK IS STILL A YEAR AWAY from going into series production but there is already high demand for the battery electric model.

Among the early customers is German international logistics company DB Schenker, which plans to add 100 new MAN eTrucks to its fleet by 2026. The first vehicles will be delivered in the first half of 2024.

“The demand in the market for this fully electric vehicle is already enormous,” says Alexander Vlaskamp, CEO of MAN Truck & Bus. “The topic is now really picking up speed, also because more and more of our customers are setting themselves extremely ambitious decarbonisation targets.

“This has a direct impact on the logistics chains. However, we will only be able to achieve a sustainable mobility turnaround in heavy goods transport with the appropriate political support. This concerns, among other things, the rapid development of the charging infrastructure and also the further design of the funding framework for the acquisition of electric trucks.”

In the first half of 2024, the first MAN eTrucks will be produced in a small series on the production line at the company’s headquarters in Munich. With the signing of the agreement, DB Schenker is the first pilot customer for these eTrucks. The company wants to gain practical experience with the product as early as possible. This also includes setting up its own charging infrastructure, intelligent route planning and other digital services from MAN Digital Solutions.

“We want to build up practical experience with e-trucks as early as possible,” says Cyrille Bonjean, Head of Land Transport at DB Schenker Europe.

“In this way, we can quickly create an offer for the economy to make supply chains more climate-friendly. That’s why it was important for us to get the first MAN eTrucks. This brings us another step closer to our goal of being net zero on the road in land transport by 2040.”

The first MAN eTrucks for DB Schenker will be so-called ultrasemitrailer tractors. The low semitrailer height of around 950mm makes it possible to transport electrically volume trailers with an internal height of 3 metres.

Ten MAN eTrucks that DB Schenker will receive in 2024 will be ultratractor units. The other electric trucks to be delivered in 2025 and 2026 are planned as ultra-tractor units and swap body trucks.

Preparations for the production of the future MAN eTrucks began in 2021 at the MAN eMobility Centre. Conventional diesel trucks and electric trucks will run off one assembly line during the ramp-up of electromobility. To this end, the workflows and process steps of planners, designers and start-up experts are mapped with pinpoint accuracy and any necessary adjustments are taken up immediately by the vehicle developers.

MAN manufactures the high-voltage batteries at its Nuremberg plant - currently still in small series production, but from the beginning of 2025 the battery packs will be produced in large series.

To this end, the company is investing around Euro 100million over the next five years at the Nuremberg plant which has traditionally manufactured internal combustion engines.

MAN is also receiving support from the Bavarian state government, with a pledge to contribute about Euro30 million to energy research and technology funding for the period 2023 to 2027. T&D Truck & Driver | 7

NEWS

Little top scores at Timaru ALTHOUGH HE POSTED ONLY A SINGLE R ACE WIN, defending national champion Alex Little built on his series lead in round two of the NAPA Auto Parts New Zealand Super Truck Championship.

The Aoraki Trust Thunder Down Under meeting at Timaru’s Levels Raceway over the January 28-29 weekend saw 11 trucks in action.

Once again, the three championship races produced three different winners, but that didn’t see the championship race tighten up. With maximum points in qualifying followed up by a Saturday victory and then a second and third place on Sunday in his Freightliner Century, Little stretched the title lead be established at the Manfeild series opener in October.

Little now leads with 114 points with Shane Gray (Kenworth) moving into second spot.

Slipping down the order was Timaru favourite Brent Collins. He Above: Alex Little leads team-mate Brent Collins and Australian champ Steven Zammitt at Timaru.Below: Former champ Troy Wheeler had mixed fortunes at Timaru but claimed victory in one of the championship races.

Photos Euan Cameron.

8 | Truck & Driver

failed to score points in qualifying because his truck exceeded the 160kph maximum speed. That meant a rear of the grid start on Saturday afternoon from which Collins climbed to fifth only to be handed a 20secs penalty for another over-speeding offence and be classified eighth.

Collins’ best efforts came on Sunday with a win in race two followed by fifth in the third points race and another win in the non-points Jimmy Thickett Flying Farewell.

Gray’s weekend included third in qualifying and two third placings before finishing sixth in race three. In fact, no driver could offer a consistent challenge to Little as Wheeler (Freightliner) qualified second and raced to second on Saturday.

It was race two on Sunday that provided the most drama. As the fastest trucks moved through the pack there was lap two contact between Australian Champ Steven Zammit (Kenworth) and Wheeler. Wheeler spun and lost a full lap regaining the track while Zammit was handed a drive through penalty for the incident and finished 10th.

Connor Etting had his best run to date in his Kenworth, leading four laps and eventually finishing fifth. Collins took the win with Little on his tail ahead of Gray and West.

The race two finish positions were reversed to set the grid for race three and Wheeler seized upon the pole position opportunity to race clear and win by a commanding 22secs from Zammit who held off a challenging Little. Dave West held onto fourth under pressure from Collins.

Collins won the non-points Flying Farewell ahead of Little, Zammit and Cody Wheeler.

While Gray trails Little by 23 points in the title chase the minor places are closely contested. Gray was 91 points ahead of Collins on 84, Wheeler with 78, Dave West (Freightliner Argosy) 77 and Zammit with 66.

The series is taking a break until the action resumes at Southland’s Teretonga Park on March 18-19 and the teams face a long haul and a quick turnaround for the championship finale at Pukekohe on March 25-26. T&D

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NEWS

2022-23 NAPA Auto Parts NZ Super Truck Championship (after round 2 of 4):

Above: Dave West with Alex Little, Brent Collins and Shane Gray in pursuit. Photo Euan Cameron.

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1 Alex Little (Freightliner) 114pts 2 Shane Gray (Kenworth) 91pts 3 Brent Collins (Freightliner) 84pts 4 Troy Wheeler (Freightliner) 78pts 5 Dave West (Freightliner) 77pts 6 Steven Zammit (Kenworth) 66pts

7 Marc King (International) 59pts 8 Connor Etting (Volvo) 51pts 9 Ron Salter (Scania) 39pts 10 Tony Brand (Bedford) 30pts 11 Troy Etting (Kenworth) 18pts

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NEWS Iveco will soon start testing an S-Way with PlusDrive autonomous technology on German roads.

Iveco begins autonomous tests A PARTNERSHIP BETWEEN IVECO AND AUTONOMOUS driving technology provider Plus will see a PlusDrive-enabled S-Way truck being tested soon on German roads.

Plus is a leading global provider of highly automated driving and autonomous driving solutions, and has worked with Iveco to jointly develop next generation highly automated trucks.

Public road testing will allow the companies to collect road data to validate their autonomous truck’s operations and start designing the potential factory production. The PlusDrive-enabled IVECO S-WAY truck is designed to improve safety, efficiency, driver experience, and to provide a more sustainable option for fleets.

“Germany is a leader and trendsetter in autonomous driving, so we are excited to launch our public testing programme in a country that has long embraced technology innovation and the life-changing impact of safety solutions like highly automated trucks. This is an important phase in our plans to bring highly

automated trucks to market,” says Marco Liccardo, Chief Technology & Digital Officer, Iveco Group.

The public road testing starts in Germany, and will expand to Austria, Italy, and Switzerland in the coming months. Each country’s unique roadways and driving conditions will expose the highly automated truck to a broad range of terrains, road gradients, weather conditions and driving scenarios. This will help to continuously expand the capabilities and features of Plus’s autonomous driving technology.

“Real-world experience is an invaluable part of the testing and validation of our technology as we prepare our autonomous driving product for commercial deployment in Europe,” says Shawn Kerrigan, COO and Co-founder at Plus.

“Given that Germany alone faces a shortage of 60,000 truck drivers, our highly automated driving solution, PlusDrive, will help improve road safety, sustainability, and driver recruitment and retention issues confronting fleets in the region.” T&D

Reno historics TRUCKING ENTHUSIASTS TRAVELLING TO THE US FOR AN early summer break could check out the National Convention & Truck Show hosted by the American Truck Historical Society.

The 2023 event is being held June 8-10 at the Grand Sierra Resort in Reno, Nevada.

In 2019, the National Convention & Truck Show had 967 trucks on display with more than 8,000 spectators to the Grand Sierra Resort.

“We expect those numbers to be about the same as in 2019, but we always hope we see more people attend the show and take part in this truly unique event,” says Convention Manager Lea Ann Reed.

More information and registration is available at the ATHS website at ATHS.org/ Convention. T&D Truck & Driver | 11

NEWS

The latest eSprinter will offer an estimated average driving range of up to 400km, or 500km in city running.

Upgraded eSprinter on the charge THE DEVELOPMENT PACE IN THE ELECTRIC VAN segment is rapid with Mercedes-Benz announcing details of its latest eSprinter models.

Set to go on sale in North America and Europe later this year, the eSprinter will offer best-in-class range in the electric panel van segment along with a choice of two body styles and lengths plus three battery sizes.

In its most capable specification the eSprinter with a long wheelbase and high roof will offer 14 cubic metres of cargo space, a GVW of 4250kg and a battery with usable capacity of 113kWh. Depending on range and payload requirements, customers can also choose batteries with usable capacities of 56 or 81kWh. Lithium-ion phosphate (LFP) cell chemistry allows the batteries to be free of cobalt and nickel, with active thermal management to ensure maximum efficiency.

The eSprinter is built on three modules. The front and back modules can be used with all available variants, regardless of wheelbase and battery sizes, ensuring maximum production efficiencies.

The module for the integrated high-voltage battery is housed in the underbody of the front module between the axles to save space and also

creates a low centre of gravity, which has a positive influence on handling and Internal increases driving safety.

The rear module features an electrically driven rear axle and a powerful electric motor. The electric range, based on the WLTP test cycle, will be up to 400km and 500km in the WLTP city cycle.

The new permanent magnet synchronous motor (PSM), which weighs only around 130kg, delivers particularly high efficiency. The motor is available in 100kWand 150kW power levels and delivers to 400Nm of torque.

The panel van will launch in Europe at the end of 2023, with the cab chassis variant and other battery variants following, making the eSprinter an option for numerous body configurations.

The new eSprinter is capable of charging with both alternating current (AC) and direct current (DC). The on-board charger, which converts the current in the vehicle when charging with alternating current, for example at a wallbox, has a maximum output of 11kW. Fast charging (DC) at up to 115kW allows a charge from 10 to 80% in 28 minutes for the 56kWh model and about 42 minutes for the 113kWh battery. T&D

New CEO at StraitNZ NATIONAL TRANSPORT OPERATOR StraitNZ, owner of the Bluebridge Cook Strait Ferries, has appointed leading transport executive Shane McMahon as its new CEO. Mr McMahon took the helm at StraitNZ on February 13. He comes to the company following a five-year stint as CEO of Airwork Helicopters, the largest general aviation business in New Zealand.

Prior to Airwork, Mr McMahon spent eight years as COO of the then Infratil-owned NZ Bus, which was New Zealand’s largest public transport company.

StraitNZ chair Dr Nicki Crauford says the Board is delighted to have secured someone of Mr 12 | Truck & Driver

McMahon’s calibre to lead the group.

“Shane has extensive experience across the transport sector and a deep understanding of the challenges and opportunities our business faces as a critical infrastructure provider,” says Dr Crauford.

Mr McMahon says he’s looking forward to working with the StraitNZ team and its’ partners in an industry he is passionate about.

“StraitNZ has a long and proud history within New Zealand’s transport sector and I’m looking forward to leading the group as it continues to provide important infrastructure services to New Zealand.” T&D

NEWS

Mack lights up the Granite THE DISTINCTIVE APPEAR ANCE OF THE MACK Granite has been given an exterior makeover.

The updated Granite for the North America market debuted at World of Concrete 2023 trade show held at the Las Vegas Convention Centre in January.

The refresh features an updated grille and air intakes along with selfheating LED headlamps that offer brighter illumination, improving forward visibility by up to 29% and peripheral visibility by up to 50%.

A choice of two grille finishes allows customisation of the Granite. The standard grille has blacked-out cross bars surrounding the chrome Mack badge with the optional grille being all chrome.

The self-heating LED headlights have integrated heating elements which automatically sense the ambient temperature and turn on to keep ice and snow from building up in colder environments. An anti-fog coating also prevents condensation in warmer, humid environments to improve visibility.

The new LED technology is designed to fully illuminate the road and jobsite, including the driver- and passenger-sides of the vehicle, to reduce eye fatigue, while letting operators detect objects sooner.

Safety is also improved during daylight driving through new, integrated amber daytime running lights that double as turn signals, making the truck more visible to oncoming traffic and on the jobsite.

The LED headlights are designed to be long-lasting with high-impact

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polycarbonate lenses and additional hard coating protection to prevent cracking, scratching or damage from road or jobsite debris.

In the event of damage, the headlight assemblies are designed to be easily replaced and are also backwards compatible with earlier truck models if current Granite owners choose to upgrade. T&D An updated Mack Granite debuted at the 2023 World of Concrete trade show.

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Truck & Driver | 13

NEWS The original Fuso Canter 720T and the 1978, 1985 and 2022 eCanter models (below).

Canter celebrates 60 years THE FUSO CANTER LIGHT DUTY TRUCK CELEBRATES its 60th birthday this month.

The first generation Canter entered the Japanese market in March 1963 as the T720 cab-over model and was acclaimed for its excellent driving performance and economy.

Fuso expanded sales of the Canter into various international markets and became a consistent leader in the light truck segment in many key markets.

More than 4.5 million Canters have now been produced worldwide.

Currently, the Canter is sold in over 70 countries around the world and is produced locally in CKD (completely-knocked-down) plants in 12 markets.

In Indonesia, one of FUSO’s first overseas markets, the Canter has maintained the top market share in the light truck segment over the past 48 years.

Over the years, the Canter has managed to establish its own identity

14 | Truck & Driver

within the industry as being a safe, comfortable, and environmentally friendly companion to drivers and businesses everywhere.

Through the development of advanced safety technologies, Fuso has sought to make the Canter a safe and reliable truck for drivers and others on the road while driving performance, comfort, fuel efficiency and environmental friendliness have achieved ever-higher levels over the decades through continuous engine improvements.

The Canter has also provided the platform for Fuso’s move into electric truck production. In 2017, Fuso launched Japan’s first mass-produced electric truck in the light commercial vehicle segment, the eCanter.

There is now a completely redesigned Next Generation eCanter that was unveiled in 2022. The Next Generation eCanter will go into series production in 2023 at the Fuso plants in Kawasaki, Japan and Tramagal, Portugal. T&D

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NEWS

Benz EV trial units ready LOCAL VALIDATION TRIALS FOR BATTERY electric Mercedes-Benz trucks set to begin later this year are a step closer to reality with units bound for Australia and New Zealand rolling off the production line in Worth, Germany.

The Mercedes-Benz eActros will undergo validation testing in Australia and New Zealand.

Six zero emission trucks will take part in the local validation programme - four eActros and one eEconic set to operate with fleets in Australia, while one eActros will be tested in New Zealand.

The focus of the eActros is for heavy-duty short radius distribution and development trucks have been working away near-silently in select fleets in Europe since 2018.

The eEconic has been in operation in Europe since May 2022 and the unit bound for Australia will be used for waste collection in urban areas.

Both Mercedes-Benz electric trucks have received full approval to operate on Australian roads as both have been designed to fit within our region’s width restrictions. As a result, there are no operation restrictions and customers do not require any specific permits regarding Australian Design Rule exemptions for the Mercedes-Benz trucks.

The eActros and eEconic are largely built on the same production lines as diesel-powered trucks at the Mercedes-Benz Trucks factory in Worth, with this flexibility ensuring efficient production.

The trucks are then transferred to the Future Truck Centre area, where they are equipped with electric drive components.

Globally, Daimler Truck is committed to advancing battery electric technology for trucks and buses and is also working on hydrogen fuel cell technology that is well suited to the requirements of longer distances at higher weights. T&D

GET THE SUPER LOW DOWN! Shogun Super Low has the lowest factory-built 8x4 chassis on the market The Super Low 8x4 is specifically designed to maximise freight capacity and the ease and safety of loading of heavy equipment. It hauls low and steady with 8-litre 360hp or 11-litre 400hp engine options, full air suspension for a smooth ride, and FUSO’s most comprehensive suite of advanced safety features.

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NEWS

Cog Swappers to world final SCANIA TECHNICIANS FROM CHRISTCHURCH ARE headed to Sweden in April to compete in the 12-team final of the global Scania Top Team competition.

The `Cog Swappers’ who won the New Zealand final last year competed in the regional final in Thailand over the February 10-11 weekend, taking a win that brings them one step closer to defending New Zealand’s champion status in the global Scania Top Team competition.

Alongside co-winners Scania Malaysia, the ‘Cog Swappers’ have now qualified to compete in the global Top Team final in Sodertalje, Sweden this April where they will take on 11 other service teams from around the world to vie for a prize of just over $80,000 NZD. Scania’s global Top Team competition challenges the technical skills of professional service teams within the Scania network, putting them through theoretical and practical exercises that require specialist knowledge, team spirit, and discipline.

These skills play a big part in the day-to-day work tasks at Scania and help solidify “The Scania Way” - a corporate culture based on six core values including customer first, determination and team spirit. Ultimately, these values guide Scania’s actions, support it in creating value for its stakeholders and helping it become the leader in the shift towards a sustainable transport system.

“We’re super proud of our Scania New Zealand Top Team,” says Scania New Zealand Service Director Raul Rodriguez “They have worked extremely hard to defend their win this time around and we hope to see them achieve this at the final in Sweden. It’ great for us to know that our service technicians are among the best in the world, and

we are providing our customers with world-class service.”

The Top Team competition format is designed around daily work patterns with the main objective being to satisfy the needs of the customer.

Teams of five are required to complete five practical workstations, each with a 20 minute time limit.

The global Scania Top Team competition started in Sweden in 1989, originally restricted to Swedish workshops. In 1996 the competition grew to the five Nordic countries and extended to 17 markets internationally in 2003. The most recent competition in 2018 saw 70 international markets compete where the New Zealand team was crowned champions. T&D The Christchurch-based Cog Swappers have qualified for the global Scania Top Team final in Sweden this April

NEWS

Volvo has improved the performance and efficiency of its liquid biogas engine family.

Volvo continues gas development VOLVO TRUCKS CONTINUES TO DEVELOP MULTIPLE technologies to reduce CO2 emissions from the transport sector.

Much of that focus has been on new battery electric trucks but for European markets there is also investment in trucks that can run on liquified biogas while performing long distance transport roles.

New gas-powered truck models announced recently by Volvo Truck deliver improved performance and fuel efficiency along with a 10% larger gas tank, extending their range to up to 1000km.

Five years ago, Volvo Trucks launched its first trucks that can run on liquified biogas, often called bio-LNG, which is a renewable fuel that can be produced from many types of organic waste, including food scraps. The fuel can reduce CO2 emissions by up to 100%.

“Biogas is a great complement to electric transports, helping hauliers with their sustainability ambitions and aims towards climate neutral transports,” says Daniel Bergstrand, product manager for gas-powered trucks at Volvo Trucks.

The gas-powered Volvo FH and FM models are now offered with a new power level of 500hp, joining the previous 420 and 460hp engines. The latest gas engines meet Euro 6 Step E and also get major technical upgrades that makes them up to 4% more fuel efficient, which together with a new 10% larger gas tank, contributes to a longer range.

The increased efficiency is obtained by new injectors and pistons for lowered friction, together with a new turbo, variable oil pump, and Crank Case Ventilation that handles unfiltered oil.

“Our efficient gas-powered trucks have a performance comparable to

their diesel equivalents. Fuelling up is almost as fast as a diesel truck and the growing network of more than 600 fuel stations for both bio-LNG and LNG in Europe makes them ideal for long-haul transports,” says Bergstrand.

The strengthened gas-powered line up fits well with Volvo Trucks threepath strategic roadmap to reach zero emissions: battery electric trucks, fuel cell trucks and combustion engines that run on renewable fuels like biogas, HVO or even green hydrogen.

“Several technical solutions are needed because the availability of energy and fuel infrastructure differs greatly between countries and regions, and also because the requirements for each transport assignment can vary,” Bergstrand says.

Bio-LNG (also called LBG) is a renewable fuel that is liquid biogas (biomethane). Any organic waste can be digested to produce biogas, for example sludge from treatment plants, food waste, manure and other residual products.

European production of bio-LNG is expected to ramp up quickly to shift away from the use of fossil LNG. The EU Commission has put forward a plan called REPower EU, where the focus is on creating greatly increased domestic production capacity for different kinds of energy. The plan is to boost annual biogas production ten times by 2030 and the sector has already started a rapid growth phase More than 78 bio-LNG plants are already confirmed to be ready in Europe by 2024. Germany and Italy, together with the Netherlands, are expected to be the leading bio-LNG countries in the coming years while outside of Europe the potential for biogas is gaining interest. T&D

18 | Truck & Driver

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NEWS

Worksite safety around wheel loaders is improved

by Volvo’s new Collision Mitigation System.

Extra eyes on the job site VOLVO CONSTRUCTION EQUIPMENT HAS DEVELOPED a Collision Mitigation System for wheel loaders designed to improve worksite safety.

The automatic braking feature supports operator response and helps reduce the risk or consequences of collision when working in reverse.

Volvo CE says the first system of its kind from any original equipment manufacturer (OEM). It assists operators while working in reverse and automatically applies service brakes when the wheel loader approaches any obstacle, alerting the operator to take further action.

With wheel loaders spending an average of 40-50% of their time being driven in reverse, the Collision Mitigation System is a valuable solution for operators and site managers.

While not designed to ever replace safe operator behaviour, it is a smart tool to further enhance jobsite safety.

“This new Collision Mitigation System is one important part of our work to reduce the risk of accidents and help fulfil our commitment towards zero accidents,” says Lars Eriksson, Global Product Manager for wheel loaders at Volvo CE. With this new system, customers are moving a step closer to not only eliminating accidents – and therefore improving jobsite safety for everyone – but also reducing any unplanned interruptions that can be incurred during those avoidable knocks and bumps.

It works by identifying when there is a risk of collision and responding by automatically activating the brakes for 2-3 seconds to slow the machine down prior to impact or bring it to a stop to avoid it. This initiation of the braking alerts the operator to intervene.

And for seamless stockpiling operations, the system will remember the last slope the machine climbed, allowing operators to reverse down a pile without activating it. It can also be temporarily deactivated for specific site

conditions.

Functioning only when the wheel loader is in reverse and driving at speeds of between 3-15 km/h, no matter what gear it is in, it serves as a facilitator to jobsite safety. Even assistance systems like this cannot totally eliminate accidents though, which is why Volvo CE always advocates for safe operator driving behaviour.

Developed in-house by Volvo CE, the patent-pending Collision Mitigation System for Volvo Wheel Loaders is a factory-fit option currently available on the L110H/L120H equipped with OptiShift, L150H, L180H, L220H, L260H and L200H High Lift wheel loaders.

Requiring a Radar Detect System to be fitted, it works as an additional system to the existing range of features, options and site services provided

by Volvo CE for its wheel loaders, all of which have been designed to elevate jobsite safety and minimise unplanned interruptions.

Volvo CE says the Collision Mitigation System is available in all markets around the world. T&D

Truck & Driver | 21

NEWS

More apprentices in the south

SOUTH ISLAND COMPANY Transport Repairs Ltd (TRL) has recruited 11 new apprentices for its 2023 intake.

Andy Reid, Training and Apprentice Manager for TRL says the latest intake means 30 young people have joined the industry through the TRL programme in the last three years.

Several years ago TRL noticed a shift change in the quality and quantity of mechanics in New Zealand. The workforce was aging, with many older mechanics coming off the tools due to the very physical nature of the job and many were reaching retirement age.

The management of TRL recognised the issue and committed to a programme of recruitment and training so they could secure the company’s future but also ensure young staff were trained to standard they were happy with.

Given the company’s reputation for quality and reliability, the word spread quickly and applications flooded in. In the last three years there were over 700 applications and Andy had to develop a system of filtering and interviewing to ensure they captured the right balance of intelligence but also aptitude for their roles. Modern interviewing tools has TRL has welcomed 11 new apprentices in 2023.

ensured TRL has met the very best and has had the luxury of picking the top few of these people.

The intake kicks off with a week-long programme at the TRL Gore Training facility with classroom and workshop sessions in aspects such as Health & Safety and First Aid basics.

Recruits are also given an understanding of TRLs history, its relationships with its key suppliers and understanding how the industry makes money. Other training is specific to how the apprentice training scheme works, the TRL tool programme as well as addresses from the general manager and key suppliers.

The week ends with a visit to HWR Transport World in Invercargill.

General Manager Tony Marriott says it’s an important week when new apprentices are welcomed into the business.

“I get an opportunity to meet them and we always take the class photo which adds to the heritage of TRL and they can look back on this in a few years when they qualify and reflect on the importance of that week.

“This year we had young men from Blenheim, Christchurch, Dunedin, Cromwell and Invercargill attend and I fully expect a couple of them will one day be leading one of our key branches, such is the quality of this group,” says Tony.

TRL operates in seven South Island locations – Blenheim, Dunedin, Gore, Cromwell, Invercargill and from Templeton and Bromley in Christchurch. T&D

Nine round European series A NEW EVENT IN POLAND HAS SEEN THE GOODYEAR FIA European Truck Racing Championship expanded to nine rounds in 2023.

The 4.08km Tor Poznan circuit in west-central Poland is the new addition to the calendar, joining the eight venues that comprised the 2022 championship won by Hungarian driver Nobert Kiss from the Revesz Racing MAN team.

The 2023 series begins at the Misano circuit in Italy on May20-21 and then visits the Hungaroring ( June 3-4) and the Slovakia Ring ( June 10-11) before Poland joins the calendar on June 24-25.

Nurburgring in Germany hosts round five ( July 15-16) before a midsummer break.

The series resumes on August 26-27 at Most in the Czech Republic and the last three rounds are at Zolder (Belgium) on September 9-10, Le Mans (France) on September 23-24 and the Jarama circuit in Spain once again hosts the finale on the Sept 30-Oct 1 weekend. T&D 22 | Truck & Driver

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BIG TEST Fully loaded and climbing the hills, the Pacific Haulage Scania G 500 8x6 at work in the Te Rata Forest.

Truck & Driver | 25

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The 8x6 truck and 4-axle trailer is an agile combination for the narrow Gisborne roads.

OR NORTH ISLANDERS IT’S BEEN THE BIG WET. Summer events have been cancelled, highways blocked and even washed away. City streets and buildings flooded.

The rain in the north pre-dates the soggy summertime headlines. Many parts of the country also had an unusually wet winter and forestry operations in some remote regions experienced significant difficulties in access and operation.

The new XT model Scania G 500 8x6s being introduced by Pacific Haulage Ltd in the Gisborne region are an effort to keep the wheels turning when the forest conditions become marginal.

In a joint venture between Pacific Haulage and three of the Eastland forest owners it works alongside, five of the new Scania’s began working in the PHL fleet last year with five more due in the second quarter of this year.

The concept is to use the new 8x6 units in the areas where road building and maintenance to suit the nine-axle loggers would be particularly expensive.

Based on Scania’s XT heavy duty construction models, the G 500s combine the 500hp (368kW) Euro5 version of the 13-litre Scania DC13 in-line six with a 14-speed manual transmission.

With drive sent not only to the rear axles but also to the front axle when required, the combo of six-wheel-drive and raised ground clearance provides a specialised skill set for demanding conditions.

PHL Group General Manager (Eastern) Campbell Gilmour says introducing the Scania’s alongside PHL’s signature Kenworth T659 fleet is adding versatility to the operation. When all 10 trucks are in service, they will be allocated to PF Olsen, JNL and Aratu Forests, with the ability to mix and match between three forest owners as conditions and workload require.

Campbell explains it’s the high cost of building and maintaining roads suitable for nine-axle 50MAX units that has prompted the introduction of the 8x6 Scania’s working on 48-tonne permits with four-axle trailers.

He says it gives forest owners the choice of leaving the marginal roads the way they are and using the Scania’s when the alternative is to spend more money on a road to keep the bigger trucks moving.

“The Scania is on the cusp of being an off-highway truck,” Campbell says.

“It has attributes of an off-highway truck and also a more standard truck. We work in steep country and there can be 20kms plus of offroad tracks after leaving the public roads to get into the skid sites.

“These days the cost of roading materials is through the roof. So, these trucks open up some new possibilities for the customers.”

It took some joint research and round table discussions between Pacific Haulage and the forest owners to give the Scania’s a green light. But both sides see the benefits.

In fact, both had been independently looking for new transport solutions.

“We were thinking about something and got to talking to the forest owners and their ideas kind of meshed together with ours,” says Campbell.

“It was a collaboration, and it was also a leap of faith. We were all thinking about it, but no-one wanted to pull the trigger and commit to it.

“In the end you can sit on your hands and procrastinate, or you can give it a go.

“We did a road trip over to Waimarino [near Raetihi] where McCarthy’s have some 8x6 Scania’s working with three-axle trailers.”

Campbell says the 8x6 units are already proving their worth and operating in conditions that would be difficult for larger trucks.

“Next winter is when I think they’ll really come into their own,” he says.

Offering the forest owners view on the new trucks is Shaun Truelock, regional manager East Coast Forests for Juken NZ Ltd (JNL).

Shaun confirms the thinking behind bringing the Scania’s into the Truck & Driver | 27

Left: G 500 XT offers excellent storage space in the cab.

Below: The Scania works with Evans Engineering log gear and four-axle trailer.

operation is primarily the cost of roading.

“It’s really escalated in the last five years along with increased compliance and things like that,” Shaun says.

“The main driver behind having a truck that can go on an increased gradient is the roading cost. The less roads we have, the less risks we have from a compliance and environmental point of view and the less we have to maintain them over the next 25 to 50 years.”

That is sound economics but there is another factor to consider.

“It’s balancing out the saving in reduced roading costs with the higher costs of the configuration and the type of truck. The truck carries about 11% less than the standard trucks we are using,” Shaun says.

Shaun’s background in logging has been in South Africa and Zambia and also in Australian mines. That experience has brought a different approach.

28 | Truck & Driver

“It almost seems New Zealand’s forestry is stuck in one way of building roads and never considers alternatives,” he says.

“You don’t go over 12% grade and that’s what they’ve stuck with.

This [the Scania 8x6s] gives you another tool in the toolbox.”

The Scania 8x6s can work on a 14% grade.

“We can go up and over some hills rather than build a road around them to maintain that [12%] grade,” Shaun says.

“I have come from a completely different forest environment. We didn’t build the roads all the way to the extraction machines . We would actually short haul and load from designated depots using a mix of offroad trucks and Moxy’s.

“The geology being so young here is really difficult. Normally we build a road, and the rock is all there but here we have to bring the rock in.

“That’s the biggest thing. There’s no blasting here. In South Africa you struggle to dig. Here you struggle to keep it where you built it. It

keeps moving and it’s a lot softer.”

Shaun gives an example of where the Scania’s add versatility to the logging operations.

“Every now and again you’ll get a skid site that you are just about to finish logging. You might have 500 tonnes left on it and instead of spending another 20 grand on fixing the road, so the normal trucks can get in there and get out, we can phone Campbell and ask `hey can you send the 8x6s to this site and clean it out for us.

“So, when you start getting into sticky situations the 8x6s can get in and get out.

“It’s variable site to site but if you plan on standard trucks and then plan on the 8x6s the saving can be as much as 20% on the roading cost.

“The average cost of putting roads in where we are working is about $280,000 per kilometre. So, when you start reducing that by 20% it makes some massive impacts.

“It’s also the associated risk of having less roads so you are less exposed to weather events and stuff. Every metre of road you put in is an extra metre where you are exposed to environmental risk and the upkeep for the next 25 years or whatever.”

Campbell says the Scania solution doesn’t replace the Kenworth’s. And nor will it mean all new roads will be built steeper.

“There will be a balance to it . You wouldn’t want to build everything to that standard, it’s just when you get to that pinch point there is another option.”

The choice of the XT Scania G500 for the job was a fairly easy one.

“You could probably do the same sort of thing with a MercedesBenz or something else. But we have a relationship with Scania, and they’ve been good to us. Why try something new when you know the product and you know the people?”

“They are all Gisborne-based and all serviced locally under Scan Plan,” says Campbell.

Truck & Driver | 29

Scania’s model line-up means the 500hp engine is the most powerful available in the XT range and by modern standards the output is on the lower side for a logger.

“Maybe if there was a bit more horsepower, we might see a small improvement in the fuel consumption,” says Campbell.

“We are averaging about 1.6km per litre but it’s early days and I expect that will get better. And Gisborne is a tough test.”

The G 500 on test in this issue is also the fourth truck in New Zealand – and the first in the PHL fleet – to be fitted with the Swedish developed ExTe Com90 hydraulic log restraint system.

It replaces chains with remotely operated arms that pull down on the logs with hydraulic pressure. Evans Engineering are the NZ agents for ExTe products and PHL50 works with Evans logging gear and four-axle trailer instead of the Patchell hardware that is typically fitted to PHL trucks.

“We are trialling the Com90 system. There’s a lot of focus on shoulder injuries and there’s definitely a benefit to driver wellbeing,” says Campbell.

For the NZ Truck & Driver Big Test we team up with driver Paul Rice in PHL 50.

It’s the fifth of the Scania XT’s to go on the road and our test is a 130km round trip from PHL into the Te Rata Forest to the northwest of Gisborne. Paul says it’ll be his first visit to a new skid site.

While the distances aren’t huge the terrain is demanding and a round trip can be 5-6 hours, meaning typically two loads a day.

We greet the G 500 8x6 parked among a few of its KW brethren and meet Paul who is getting ready for his eighth day out in the Scania having switched from a Kenworth T659.

We begin chatting about the layout of the cab and Paul is a fan of the generous headroom, the fridge and the handy drawers to stow his paperwork.

30 | Truck & Driver

“All six mirrors are power adjustable, and I use the electrics on them quite a bit. There’s a driver attention camera and if I look away it will let me know.

Paul keeps his wet weather gear in one of the cabinets and his hard hat and gloves in another. And he’s enjoying the Scania comfort and its supportive driver’s seat.

“At the end of a week my hip was getting sore in the Kenworth. But I did a full week in this last week, and I felt great. It’s the all-round comfort and having everything accessible, right at your fingertips,” says Paul.

“It’s a very tidy set-up inside. It’s pretty comfortable, there are 15 buttons on the seat including a heater. Years ago, it was just one to slide back and forwards.

“I like the Kenworth’s and I’m not knocking them. This truck just has a different application,” says Paul.

Paul began driving trucks in 1987 on a Gisborne-Auckland run carting live crayfish.

He has lived in or near Gisborne much of this life, moving from Feilding when he was eight and living in the Eastland region apart from six years in Perth working in the mines. His only previous experience of Scania product was driving a bus during his time in the mines.

He joined Pacific Haulage about five-and-a-half years ago.

“It was my first time in logging, and it was my first experience with a Roadranger as well,” he says.

“I started in winter and thought `what the hell am I doing? It was kind of sink or swim, but I really enjoy it. Throwing chains doesn’t worry me.

“I love scenery out here and working in places very few people ever get to see. Where we are going there are wild horses and other wildlife. They [the horses] are in no hurry to get out of your way and

TD33242

Pacific Haulage Group General Manager Campbell Gilmour (left), Fleet Manager Hanan Stevens (centre) and Shaun Truelock, JNL Regional Manager for East Coast Forests.

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I’ve seen deer jumping down off the banks. The scenery is unreal, you can see Nicks Head on a clear day.”

The scenery comes with tough terrain and low average speeds.

“My day is normally two runs out of here. It’s roughly a 150km round trip so I’m doing about 300km for the day,” says Paul.

Paul agrees the winter has been wetter than usual and has his own benchmark to judge the recent weather patterns.

“It’s been wetter than normal. I’m a beekeeper and you notice the last three years the honey flow is down. There’s isn’t as much nectar because the flowers aren’t opening with the sun.”

Paul says he’s already had a taste of what the Scania will do.

“It’s good. It’s come out of places with no problems where the Kenworth guys have only just got out of.

“I’ve been trying to get some of the other guys interested in it, but they reckon it’s low on horsepower. Once you know the gearing and get it moving it’s good.

“It’s also nice and quiet and the ride is beautiful. Sitting up high you’d think there would be quite a lot of bodyroll, but no.”

32 | Truck & Driver

Paul explains our destination is a new one with a fresh road just pushed to a new skid site. And there’s been overnight rain in the area.

“I’ve heard the Western Stars aren’t getting out so it will be a test for this,” he says.

Our route takes us northwest from Gisborne on Highway 2 towards Te Karaka and on the open sections of the gradually climbing highway the Scania is in top gear cruising at 90kph and barely working at a relaxed 1300rpm.

The highway section of this trip is short. We turn right and head north on Whatatutu Rd heading into the Te Rata Forest. Even the public road section is a challenge with slips, steep climbs and descents, single lane sections and a shingle bed crossing of the Te Weraroa River.

Sitting higher than most of the other trucks on this section of road there’s a bit of pruning being done of overhanging branches and when we stop to regroup with our photographer there’s a little greenery attached to the Com90 arms.

T

Top: ExTe log securing system (left), in-cab display (centre) and driver Paul Rice (right) operating the remote controls.

Below: Car-like interior and multi-function steering wheel.

Opposite page below: Interior features a fridge (left) and car-like controls with multifunction steering wheel.

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Truck & Driver | 33

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Turning through the forest gate most the access to the skid site is downhill. It’s slippery on the narrow track with a high crown in the road. Paul is careful on the descent while I notice there will be steep climbs and some tight hairpins on the way out.

Unloaded and heading downhill in 4H the Scania is using 14001500rpm and covering the ground at a careful 20-25kph depending on the gradient.

“We will come down nice and slowly in this condition,” says Paul.

The skid site we are driving to has shifted from the last time Paul visited the area and there are a couple of new switchbacks to get around.

We pass what had been the previous skid site and move down to the new site. Paul says the Scania is easy to manouevre with a threepoint turn to back down to the loader where the trailer is lifted off.

“It’s a couple of turns in this one. It’d probably be a 10-point turn in the other trucks,” says Paul.

Loading is a chance to see the Com90 system in action with Paul operating the remote control to open the arms. The load is 3.9m logs on the truck and 5.9m lengths on the trailer. We weigh up at 47.5t and Paul says a typical load splits the weights at 24-24.5t for the truck and 23.5-24t for the trailer .

“We have experimented with a few different scenarios, but I’m governed by height,” he says.

The logs need to be loaded high enough for the Com90 hydraulics to pull down with full pressure.

Paul says he likes the Com90 system.

“I was told I was getting a Scania back in March and soon after that I learned this system [Com90] was coming. I was keen to give it a go.”

He says there are a couple more lines to hook up once the trailer is lifted off and Paul says a bit more care is needed in loading the logs.

“Tyson [from the BRC logging crew] has already got the hang of loading it. If I go to any new sites, I will have to ask them to be careful the first few times.”

Having the Com90 system means one more display in the cab with a screen that advises any loss of tension on the load. It gives the cab a hi-tech feel along the display for the SI Lodec scales and Paul’s job tablet with the ISO app.

Paul laughs at the only issue he’s had with Com90 system.

“With chains I’d drive about 1.5 km and check them. Then I’d drive to another location and check them again and once more when I take my pre-advise photos before I hit the main tarseal road,” he says.

Above: Easy access to the engine bay... Alcoa alloy wheels are fitted...

Logs being loaded at the new skid site... Heading out of the forest on the way to Gisborne port.

Truck & Driver | 35

The Scania G 500 XT 8x6 is permitted to work at up to 48-tonnes.

“But now I don’t have to stop so there’s been a couple of times I’ve arrived at the port, and I’ve forgotten to take my pre-advise photos.”

With the truck and trailer loaded at 47.5-tonnes it’s time for the acid test. There has been overnight rain to soften the new road and Paul is careful but keen to see how the Scania performs.

“This is one of the worst in terms of the pitch and a few switchbacks to get around,” he says.

“The Western Star’s aren’t getting out so it will be a test for this.

I’ll keep it in low because it’s quite steep.”

The first section is uncharted territory. The fresh forest road is soft, and Paul has prompted the CTI to drop tyre pressures on the rear drive tyres to the offroad laden setting of 45psi.

The G 500 eases away from stationary and Paul leaves it in 1H with a steady amount of throttle holding just under 1500rpm. It’s a 7kph uphill crawl with no sense of slip.

“It’s a walk in the park,” says Paul as clear the newest section of what could loosely be described as a road.

“No wheelspin - nothing. I stayed in first to be safe and let it do its thing. I think it would have got out in second easily.”

We get around the next couple of switchbacks and Paul selects 2L and the speed rises to 8kph using 1350rpm. He’s not tempted to shift any higher just yet.

“It might flatten out and you’ll think you can go up the `box, but next thing you might have to go down again. I’d rather keep the revs low and just putt up. It might be slow but it’s safe.”

Soon the gradient eases a little more and we are using 3L at 11kph at 1350rpm.

“It’s probably fourth gear in the dry but it’s steep and slippery says Paul.”

Paul’s experience of the Scania’s capability in this terrain matches those of the other drivers.

“I think they’ve only had one stuck, but it was a really soft road.

36 | Truck & Driver

They [the Scania 8x6s] went to a site where no one was getting out and they went in and cleaned all the logs out.

“I wouldn’t have got out of a new skid site like that in my old truck. Sometimes you need a little bit extra and that’s where the front-wheel-drive comes in to play.

“On those tight switchbacks the front-wheel-drive helps pull you around the corner where you might be sliding wide in an 8x4.”

The terrain undulates and while most the hard work from this skid site is a steep climb there are tricky downhill sections as well.

Paul likes the combination of retarder and exhaust brake operated from the right hand steering column stalk.

“If the hill is steep, it will hold me tight and then release slowly as the hill gives way. I used it the other day. It was holding me and then it started to release. Then I realised it was because the pitch had changed. That’s pretty clever.

“You can feel the retarder pulling on really nicely. You don’t use the service brake very much.”

On the highway Paul finds the cruise control holds the speed effectively and he’ll use its control to slow from 90kph zones into 70kph areas.

Paul says his learning curve on the Scania has been helped by modern technology and the internet.

“I found some good videos clips about the XT and Scania put out a good app. The guy who got the first one found out about the app and told me because he knew I was getting one. I’ve made use of that to find out little bits and pieces.”

For PHL and the forest owners the Scania 8x6s are looking like a timely new introduction adding a valuable degree of versatility to their operations.

And for Paul Rice, eight days in the Scania have been enough that he will be happy if it’s the last truck he drives.

“It’s only four years till I retire, and this will do for me till I retire,” he says. T&D

I

T’S WELL KNOWN THAT IF YOU REALLY want to test a truck in the toughest conditions Gisborne is one of the best places in the country to go.

So, when we heard that Pacific Haulage Ltd had added Scania XT 8x6’s to its fleet our interest peaked. After a discussion with Campbell Gilmour from Pacific Haulage about the Scania’s new role in the fleet we could not wait to test these trucks.

Campbell explained that these trucks (10 in total with five at work so far) have been brought in to take on some of the most challenging forestry roads in the area and also help the forest owners with their roading programmes.

We catch up with the Pacific team at their

38 | Truck & Driver

impressive yard for our day out with the Scania where we meet regular driver Paul Rice.

It’s been raining overnight and we are told the skid site we are going to is not the easiest and that some trucks have not been able to get out on their own.

The skid we are going to today takes us northwest from Gisborne on Highway 2 towards Te Karaka. We then turn right and head north on Whatatutu Rd heading into the Te Rata Forest. It’s a long run into the skid with most of the slippery public road looking like it’s a forestry road.

At the skid the truck is loaded to 47.5 tonnes and it’s time to see what this Scania XT 8x6 can do with its 500hp (368kW) Euro5 version of the 13-litre Scania DC13 in-line

Hayden Woolston six-cylinder engine coupled with the 14-speed manual synchro transmission.

Paul pulls the truck up out of the skid in 1st high taking it extra easy on the steep and wet road with a few tight hairpins. Once onto the more established forestry road he opens the truck up and it’s not long until we are closer to the main highway, and I take over for my drive.

The Scania XT range is essentially their construction model, built for the toughest of roles the trucking sector can throw at a truck. But being a construction model truck doesn’t mean you lose all the Scania comfort and technology a lot of people have come to like about the European brand.

It looks tough with its high ground clearance but inside the cab it’s very similar to the on-highway trucks other than the manual transmission gear stick.

Once in the cab and comfortable I have to take a minute to memorise the gear shift patter which is easiest to explain as lower case h pattern. Once I am up and running the synchro box is smooth and easy to use. The only issue I have is coming down the gears, not being used to this pattern and the change from 3rd gear back across and down to 2nd is a little difficult until you get used to it. It does also make it difficult remembering not to double clutch…

The rest of the drive out to the public highway was uneventful with the truck handling the

forestry road with ease and the comfort of the spacious Scania cab making everything seem easy. At one point on the way out on a hair pin turn another truck did not hear our radio call out and things got a little tight, but we managed to get around each other.

The retarder did more than enough holding me back on the hills, so I didn’t have to use the service brake all that often and the four-axle trailer tracked well around the tight bends.

Vision from the cab was very good, by being high up and with good mirrors road placement it was easy even to negotiate all the recent slips in the road.

All too soon my drive is over, and I have to hand the truck back to Paul. I have always liked the Scania comfort along with the other Euro brands and it’s nice to see the same qualities in a construction model truck.

As we went to print with this issue cyclone Gabrielle has just ripped through the region bringing more challenges to the area. I hope everyone down there is safe and well. T&D

• SPECIFICATIONS • Scania XT G500 B8x6HZ Engine: Scania DC13 146 sixcylinder in-line, Euro 5 Capacity: 13.0 litres Maximum Power: 368kW (500hp) at 1800rpm Maximum Torque: 2550Nm (1880 lb-ft) at 1000-1300rpm Fuel capacity: Diesel 390 litres, AdBlue 80 litres Transmission: Scania GRSO905R 12-speed manual (+2 crawler) atios: CL – 13.26 CH – 10.63 1stL – 9.15 1stH – 7.33 2ndL – 5.81 2ndH – 4.66 3rdL – 3.75 3rdH – 3.01 4thL – 2.44 4thH – 1.96 5thL – 1.55 5thH – 1.24 6thL – 1.00 6thH – 0.80 Reverse – 11.93:1 Final Drive ratio: 4.04:1 Front axle: Scania AMD600TZP + AM622T (18,000kg max) Rear axles: Scania AD400TZP (21,000kg max) Brakes: Drum with ABS/EBS Auxiliary brakes: Scania R4100 retarder Front suspension: Parabolic leaf spring with anti-roll bar Rear suspension: Parabloic leaf spring with anti-roll bar GVM: 39,000kg GCM: 100,000kg

Truck & Driver | 39

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Driving the economy

Reintroduction of the RUC discount has provided some price relief for consumers.

Reintroduction of RUC discount the right decision T

by Nick Leggett Chief Executive Ia Ara Aotearoa Transporting New Zealand

RANSPORTING NEW ZEALAND welcomes the Government’s decision to extend the Transport Support Package, including reinstatement of the 36% RUC discount.

The Transport Support Package has been absolutely critical to help reduce costs for road transport operators and keep rising consumer prices in check, which is why Ia Ara Aotearoa Transporting New Zealand ran a campaign over summer to have it extended.

The Treasury estimated that the combined impacts of the Transport Support Package reduced headline inflation by 0.5% in the June 2022 quarter so the impact of the policy right across the economy is pretty significant.

Middle- and lower-income New Zealand families are already up against it with annual inflation sitting at 7.2% and a 11.3% year-on-year increase in food prices (which includes a rise in fruit and vegetables of over 23%). The removal of the RUC discount would have come right at a time when these communities could least afford it, particularly as transport operators have no choice but to pass increased input costs on.

I’m not sure many New Zealanders actually understand the costs associated with RUC. Transporting New Zealand publicly released figures back in January that showed a 45+

tonne truck and trailer travelling 100,000 km per year would pay an additional $21,000 if the RUC discount was removed.

Transporting New Zealand has strongly recommended to Government that the Transport Support Package remains until inflation falls below 6% and we are glad new Prime Minister Hipkins has at least pushed the current extension out until the end of June. The discounts can’t last forever but with domestic inflation forecasts remaining high through 2023, not to mention a General Election in October, it is hard to believe that the Government won’t extend them beyond the current June expiry.

Trucks carry 93% of freight and the industry is the semiconductor of the New Zealand economy, so this decision will provide considerable transport price relief for a period to come.

That will assist all Kiwis.

Roadside drug testing is here!

From March 11 Police will have the power to conduct saliva-based roadside drug tests on any driver, similar to how they currently conduct random alcohol breath tests.

The change is a result of the passage through Parliament of the Land Transport (Drug Driving) Amendment Bill and means that roadside drug testing is to be another critical tool Truck & Driver | 41

Driving the economy

Queensland Police’s Roadside Drug Testing Unit in action. Image by Kgbo is licensed under CC BY-SA 4.0

in the Police’s toolbelt to improve safety on our roads. It is also something that Transporting New Zealand and the road transport industry has long called for.

The oral fluid testing that will be used on the roadside takes only a few minutes to achieve a result and can detect the most common impairing drugs used in New Zealand including cannabis, methamphetamine, benzodiazepines, ecstasy and cocaine.

A driver who fails two consecutive oral fluid tests will be liable for an infringement penalty, including demerit points, a fine and a temporary prohibition from driving. Dispute the results of this and failure of the subsequent blood test could result in criminal charges depending on the level and number of drugs detected and their combination with alcohol.

Of course, there will be those that say this testing is a step too far and an infringement on liberties but drugged driving is a massive problem in New Zealand, and in my opinion must be treated exactly the same as drunk driving. In both 2020 and 2019 over 100 people were killed in

crashes where a driver was found to have a level of drugs in their system.

That is nearly one out of every three people who died on our roads in that time and fully justifies the move to introduce roadside drug testing.

For truck drivers who spend their working lives on our roads, workplace drug testing is a well-established means of helping to ensure their own and the public’s safety. Industry best practice is for truck drivers to undergo three forms of testing – pre-employment, random during their employment, and post any kind of incident on the road or in the workplace. However, up until now, other road users haven’t been subject to any testing outside the standard impairment test, and that only takes place when police already suspect a driver is under the influence.

The Government must be congratulated for doing the right thing here.

The new law provides far better balance in the way we treat the use of drugs on our roads and seeks to protect all road users, whether they be professional drivers or mum, dad and the kids. We should all look forward to its effective implementation. T&D

Ia Ara Aotearoa Transporting New Zealand’s Regional and Sector Advisors are available to assist members right around New Zealand.

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

Nick Leggett, Chief Executive 04 472 3877 • 021 248 2175 nick@transporting.nz Mike McRandle, Regional & Sector Manager 027 556 6099

www.transporting.nz 42 | Truck & Driver

Keith McGuire, Region 2 027 445 5785 Sandy Walker, Region 3 027 485 6038 John Bond, Region 4 027 444 8136 Jim Crouchley, Region 5 027 261 0953

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The company prides itself on being able to get units to out-of-the-way locations, and carry out complete jobs without extra back-up.

REASONS FOR SETTING UP COMPANIES CAN BE AS VARIED as the companies themselves – to commercialise a great idea, be able to dictate your own destiny, fill a perceived gap in the market, or follow a lifelong passion.

Malcolm Ngatai has an even simpler explanation for his journey. The owner of Christchurch underground services firm Suck It Up explains why he began in business 10 years ago: “It was to finance my stock car racing. I did it on wages and salary for a long time, maxxing out my credit card every season and spending the winter paying it off. It was painfully obvious I needed something more.”

At the time Malcolm had been managing Canterbury Waterblast Ltd, a company he had worked with since leaving school 24 years before. Choosing the somewhat esoteric world of drain clearing as opposed to more conventional careers was mainly down to happenstance, he reckons: “I wanted to leave school, but my mother said I couldn’t leave without a job. A friend of a friend worked for Canterbury Waterblast and arranged a job for me.

“I was with them for 20 years. Then the Clark family that owned the company wanted to sell up, and it was bought by the Peter Diver group in 2006. I should have bought it myself, but I didn’t think I was quite ready to take on a business. In the event, Divers needed someone to manage the operation, so I stepped up.”

A core part of Canterbury Waterblast’s operations was the high-pressure water clearing of blocked drains and pipes. In the aftermath of the Christchurch earthquakes the demand for such services rocketed. As Malcolm comments: “We had

what we thought was enough work before the earthquakes, but in the time following we went from a hundred calls a week to around a thousand. It was a crazy time.”

Demand for specialised vacuum trucks to carry out this sort of work was immense, and Malcolm took the opportunity to source a couple of units, which he dry-hired back to the company. In turn, the trucks formed the foundation of his own company when a couple of years later he made the call to go it alone.

From that modest beginning the firm has grown rapidly, until now the fleet numbers around 30 vehicles, ranging from Nissan Condor-based vacuum loading trucks with a capacity of 3000 litres to a Mercedes-Benz Actros 3248 air-vacuum unit, the last word in sophisticated material removal.

As well as handling jobs direct from the public, the company contracts to the Hurunui and Waimakariri District councils as well as several large contracting companies.

Where it’s not uncommon for a conventional transport operation to have more trucks than drivers, simply because of a difficulty in hiring staff, the vehicle/ratio imbalance with Suck It Up (nearly two to one) is more a reflection of the wide variety of jobs undertaken, each task requiring specialised equipment.

Consequently, you can visit the company’s yard to the north of Christchurch any time during a working day and find maybe a dozen trucks parked up, and nobody else on site except Malcolm, general manager Doug Knight and fleet manager Chris Walding.

This doesn’t mean the trucks on site are idle, just that Truck & Driver | 47

they’re not needed for the jobs being handled at the moment.

As Doug puts it, they’re simply seen as “plant transportation devices”. Depending on the length of each job, a driver could be in and out of the yard three or four times a day, using a different truck each time.

As well as the vacuum loading units that are used to clear blocked drains, empty sludge pits, do spill recovery or to clean up surface flooding, the fleet also includes hydro excavation vehicles. These use high-pressure water nozzles for trench excavation, eating rapidly through earth yet able to work carefully around existing underground services like sewer lines, power cables and fibre optic ducts without damaging them.

As Malcolm explains: “With so many other underground services, if you’re using a digger there’s always the risk of ripping them out of the ground. With the hydro method you can just dig smoothly around them and continue on with the trench.”

An even more advanced variation of the hydro approach 48 | Truck & Driver

uses extremely high air pressure to grind away not only earth but stones as well, yet because the pressure extends only a few millimetres past the delivery nozzles is ideal for working around the roots of protected trees or in areas where the integrity of other underground services cannot be compromised.

An added benefit of the air-vac approach is that the extracted soil, being dry, can be used as backfill, whereas with hydro excavation the water/soil slurry has to be taken way for disposal elsewhere.

Some of the hydro units have an inbuilt recycling function where the solids are filtered out of the water and then compressed, leaving the water to be used again. As Doug Knight explains, a recycling truck could fill up from a stream or municipal supply in the morning and be able to work nearly a full day before the need for a refill or the onboard volume being too limited by the compressed solids.

With the appropriate nozzles, high pressure water is used for clearing blocked drains and cutting through tree roots as well

as above-ground water blasting and surface cleaning.

Throw in CCT V drain inspection, an advanced vacuum street sweeper and tipper trucks for spoil removal, and you have what Suck It Ups feels is a one stop shop for customers. The company is also a local agent for the English-built Harben diaphragm fluid pumps, which offer pressures in the 5000psiplus range.

This sort of technology doesn’t come cheap, so it’s not a great surprise to find that the trucks themselves are the least of the company’s outlay when setting up a new unit. In fact, as Doug explains, because they cover small distances in the course of a year, they’re almost invariably bought secondhand as a cab-chassis and fitted out with the specialist gear (vacuum units, pressure pumps, tanks and associated hydraulics) called for by the job.

Among the larger vehicles, ex-Fonterra Scanias have been the preferred option. With a typical 700,000km up, they still have years of reliable service ahead at the distances they’ll be travelling.

Above: Site cleanup is another task regularly carried out by the firm.

Opposite page: Malcolm Ngatai with Mustang, site security patrol, noisy visitor greeter and all-round sook.

Below: Malcolm reckons he started up his company mainly to finance a speedway competition career, one headlined by winning the 2009 NZ Super Stock title.

Truck & Driver | 49

Above: Hydro excavation avoids damage to other underground services, ensures that spoil can be removed neatly from site.

Top and bottom: The fleet units sport a range of registration plates related to their work.

50 | Truck & Driver

The cost comparison truck to gear can be marked, Doug says: “The trucks – even the big ones – might cost us no more than $50,000, On the other side of that equation, the plant they’re outfitted with – water pumps, vacuum units, hydraulics – is new and top end, and accounts for the bulk of the setup costs. It’s not unusual to have a truck fitted with several hundred thousand dollars of plant. High pressure water pumps alone can be $40,000, and some of our units are fitted with two.

“For the big trucks we have tended to try to standardise with the Scanias, though in the past couple of years we have also picked up a couple of Mercs and a Volvo. One of the Mercs was the air vacuum unit we sourced second-hand from the UK. Were we to commission one of these new it would cost around 1.3 million dollars and involve a six-month wait. As it was, we got it into service, with quite a lot of new equipment fitted here, for less than half that.

“Setting up new trucks is done substantially in-house, though we use specialists for the likes of the hydraulic work.

As much as we can we try for uniformity of brands in pumps and vacuum units and the like. We’ve made plenty of mistakes over the years, but I feel we’re getting close to a formula that works.”

Working on the setup of newcomers to the fleet ensures fleet manager Chis Walding’s job doesn’t lack variety, for every project is essentially a custom one.

The work can be challenging, Chris admits: “You can wander out to No.8, the Volvo, and you can pull separate workshop manuals for the engine, the transmission, the main pump, the waterblast pumps, the hydraulic drive motors...but not how the whole system is plumbed and wired up. Apart from the air-vac unit every job is totally custom.

“As a result there often isn’t a clear direction. If you’re blazing trails, by definition there isn’t a trail to follow, so it doesn’t always go perfectly to plan. Then it’s a matter of licking the wounds, regrouping and trying again tomorrow.

“When I started my career I didn’t see myself ending up in hydro. Truth be told I wanted to be a tractor mechanic, but not having come from an agricultural background I struggled a bit with the application of some of the equipment, so opted instead for road transport for my trade course.

“I was lucky in that the company where I did my time, Heavy Transport Specialists, was a small, four-person operation that handled everything that came along. As a result you quickly got a wide experience of different makes and systems.

“And to be fair, I knew what I was getting into when I started here three years ago. I had worked with another company in a similar field for three or four years and had already helped Malcolm with some of his gear, and it grew from that.”

The company’s management/admin structure couldn’t be leaner, comprising just Malcolm and Doug, working out of a Portacabin on a site whose most substantial other building is the 200 square metre workshop. Forget your elegant front office, receptionist and support staff. If Malcolm’s around you’ll be vociferously greeted by Mustang, his biscuit-seeking chocolate labrador; if not, it’s just Doug, and a succession of drivers sticking their heads through the door for their next assignment.

Doug’s nerve centre is a large whiteboard marked off around a fortnight ahead with assignments for the various trucks.

Queries for potential jobs are colour-coded to the side before a time and vehicle is locked in.

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For his part, Malcom’s mobile number is the one used for 24/7 emergency calls, and though the staff are rostered on after-hours standby, if needed he will also front up in a truck, at night or during business hours.

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on Doug’s planning skills. From a personal perspective, he says, he finds the work exciting and challenging: “Mal and I complement one another, he hates the office stuff, and that’s more my strength.”

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Excavation units range in size.

Some have onboard filters and compactors for the slurry, so the water can be recycled, while one unit uses high-pressure air for sensitive jobs. Its spoil, being dray, can also be used for back-filling.

his staff relations attitude can be gleaned from the 160 square metre staff recreation building that’s being developed alongside the workshop.

Using largely recycled materials, the project’s as yet in its

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The company only moved to its current location a few months ago, so the site’s still very much a work in progress.

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Malcolm is a keen supporter of community activities, with the Canterbury Westland Air Rescue helicopter service being especially dear to his heart.

Above: The Ngatai home workshop is filled with a variety of competition machinery.

Below: General manager Doug Knight says the company offers potential recruits a huge variety of work, which would account in part for a low staff turnover.

Bottom: Fleet manager Chris Walding says setting up new units is enjoyable but challenging, with the sheer variety of equipment fitted to each truck.

early stages, but will eventually feature a bar, lounge-type seating, billiard table and pizza oven inside and smokehouse outside.

In the workshop a former Ritchie’s bus is being set up as the latest staff party bus. It will also be used for groups supported

by Suck It Up. Malcolm is a keen supporter of community activities, with the Canterbury Westland Air Rescue helicopter service being especially dear to his heart. Last year he was appointed an ambassador to the service in recognition of his support. During a ceremony at the Service’s Christchurch Airport headquarters he explained how he’d donated for years while a wage earner and had taken the opportunity to boost the amount significantly once Suck It Up was established.

At the time a plan to have a pair of the company’s trucks photographed alongside the Service’s Airbus H145 chopper was only partially completed. The Volvo hydro excavation unit Truck & Driver | 55

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Opposite page: A sophisticated street sweeper backs up the vacuum drain clearing and hydro excavation units that comprise the bulk of the fleet.

This page: Having multiple inter-independent systems on each truck can make for very complex layouts.

was done, but before the Suck It Up speedway team Volvo transporter could get into position the helicopter was called away on a mission.

The transporter is a 2013 Volvo FH, ex-Quality Bakers, with 1.7 million kilometres behind it but fitted with a new engine. A brilliant curtainsider mural features one of the Suck It Up hydro excavation units.

Malcolm’s support for speedway is every bit as enthusiastic as that for the Air Rescue service, sponsoring various championships and backing several other drivers. Yet it isn’t all one-way, he reckons: “It can also work from a business point of view, because several of the people we’ve sponsored have used Suck It Up’s services.”

He has been racing for 28 years now, having started in motorsport “latish” as he puts it. His competition career actually started in drag racing; “small cars with big engines, V8-powered Ford Cortina’s, Capris, Populars and the like.

Then a mate suggested I look at speedway because it was less expensive. Well, that’s what I thought for the start, but as we went on I found it was every bit as expensive!”

He started with a Streetstock, then spent several years in Stock Cars and Super Stocks before moving into Super Saloons. A career high point was winning the New Zealand Super Stock title in the summer of 2008-09 and the Super Stock teams title in 2019, the only Christchurch team to have Truck & Driver | 57

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Suck It Up confines its activities primarily to the Christchurch/Canterbury region, though several units are dry-hired to similar organisations and companies in other centres. done so. This is on top of several South Island and Canterbury titles.

He gets great support domestically, he says: “My missus is from a speedway family and mad on the sport. When I was considering giving up five years ago because I felt I was getting too old, her response was: ‘I’ll tell you when you’re too old!’”

There has been a bit of a return to his competition roots with the acquisition of an early-60s Cadillac sedan that has been fitted with a supercharged 540cu in big block V8. The beast makes around 1200hp and has clocked an 11.5secs quarter mile. Mal reckons it could have gone quicker “but I was fighting it all the way down the strip to keep it straight!”

Suck It Up’s success in a specialised and competitive market leads to the question of expanding outside Christchurch or growing even bigger locally. Doug Knight reckons it would mean a total rethink of the current investment strategy and lean management approach.

“Malcolm and I have talked about this quite a lot, and we feel we’re in a sweet spot at the moment. To properly cover Christchurch has meant an enormous outlay in equipment. Were we to duplicate this elsewhere it would not only mean a huge increase in investment, but even more importantly we’d have to find the right people to operate the gear. And when you’re setting up in a new territory you have to have the best gear and people to win the contracts, which can detract from the service you’re offering in your established market.

“In fact, we have already gained a more countrywide image, without having to expand our operation, via six trucks we have on dry hire with other operators, four in Palmerston North and two in Dunedin. I went to Palmerston North for a week to bring the drivers there up to speed with the gear. The company there 58 | Truck & Driver

is happy with the way things are going, they have already had an approach from Fulton Hogan and have gained work they wouldn’t have got otherwise. They are happy to admit they couldn’t have afforded to buy a unit, so this has led to a win-win for everyone.

“Looking at the local market, we could probably double our size tomorrow, because the work’s out there, but if we did we’ve have to introduce a whole level of administration and management, which would swallow a good deal of the increased turnover. It has been a conscious decision to go light on administrative infrastructure, and for the moment it’s in balance.”

When it comes to staff recruitment and retention Suck It Up is in good shape, Doug reckons the variety of work and aboveaverage wages are factors in the low turnover, and says that a couple of the drivers have been with the company almost since its inception.

The trucks call for Class 2 and Class 4 licences. Several of the drivers have started with car licences only, and the company has paid for them to gain their heavy tickets. Doug admits they can sometimes leave for other companies, but isn’t fussed: “It’s swings and roundabouts. We can pay quite a lot in advertising for drivers with several years’ experience, but even then they’ll generally won’t be near as valuable as somebody who has come up through our system, and has been trained on the specialised gear we operate.

“At the interview stage with potential new staff it’s difficult to explain in detail what we do, the sheer variety of the work, and how flexible people need to be. Because of that, for anybody coming on board we offer a one- or two-week fully paid trial with no strings attached. That gives people the opportunity to decide if the job’s for them, without feeling pressured. After that we negotiate a standard contract.” T&D

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Words by Debbie Harrison

Respected logging and forestry fella K

EN HOLMES IS A FAMILIAR NAME TO MANY IN THE forestry industry for his work as a harvesting contractor.

However, in the past decade he’s also gained a wellrespected reputation for the trucking business he’s created.

Ken’s trucking endeavours started with one logging truck and grew to 120 trucks at one stage, servicing forestry customers in the central North Island and Northland. Today, Holmes Group has a head office in Whangarei and a fleet of 50 trucks operating around Northland.

“I bought my first truck off Noel Galloway from Murupara back in the `nineties, when we were still logging in Kaingaroa,” says Holmes.

“It was a Mack off-highway double, and we had it working out of Murupara dispatch for Fletchers. It felt like quite a big deal at the time, investing in something that wasn’t logging gear. Not long after that I bought a Western Star stem truck off Stan Williamson – it was working in Tarawera Forest for Fletchers which is where I started my logging career, so it felt a bit full circle. I bought the first truck to shift wood and the second to create some scale.”

In 1998, Ken and Holmes Logging moved north to take up a key supplier harvesting role for Carter Holt Harvey, working in Woodhill and Riverhead forests.

“It was a big move, leaving the Bay of Plenty where I’d grown up and worked pretty much all my life. We took our Rotorua crew

60 | Truck & Driver

- Ken Holmes with us and set them up in a house, but the two trucks remained based in Murupara. They were both big off highway trucks so they couldn’t really go anywhere else,” Holmes says.

The scale of the key supplier contract meant Ken needed to focus on the harvesting side of his business for the next few years.

“We went from one logging crew to eight crews, so all our capital and focus was on expanding the harvesting side of the business at that stage. The expansion included the purchase of two swing yarders and creating a super skid in Riverhead Forest. We purchased two highway trucks, a W924 and T600 Kenworth’s fitted with old-school drop bolsters – these carted off-highway from the haulers to the super skid.

“Our first new Kenworth was a tri drive 904 to replace the Western Star in Kaingaroa. The tri drive Western Star was taken north to work on the Riverhead stems job.”

The next expansion of the Holmes Transport fleet happened when Ken’s key supplier contract with Carter Holt Harvey ended.

His next move was to buy stumpage and manage sales, a strategy which included the purchase of a 140,000-tonne forest in Ahuroa, north of Auckland, in 2003.

“We cut back to just two swing-yarder hauler crews and two mechanised ground-based crews and harvested and carted close to a million tonnes of privately owned stumpage and forest over the four years.

“There was a real shortage of transport capacity in the area at that time, so we needed to create our own fleet to ship our wood. That’s when we started really investing in our own highway trucks. We were running a full-fledged independent harvesting and transport company in the end,” Ken says.

Before long, Holmes Transport had 12 trucks – mainly Foden’s before the company moved on to buying Kenworth’s.

A line up of new Kenworth K200s Chipfreighters.

“They stopped making Fodens around about then, which prompted us to look at Kenworths which were the premium “Material handlers are those big high-cab excavator loaders. We product.” introduced them into our operations because it meant we could Ken brought in long-time business friend Sam Sinclair (“He was high stack the timber and get a lot more wood in the areas, which my go-to tyre man for years when he had his own shop”) to run the is important because wharf space is expensive – being able to trucking side of the business in Kaingaroa. Ken and Sam partnered high-stack meant we could get twice as much wood into a space. up and purchased the first Hino highway truck together which they We also used the material handlers to unload the highway trucks.” put on in Rotorua. Sam still works in the business today, based in The new wharf trailers were a custom design by Ken, Whangarei as Holmes Group’s transport manager. manufactured by Patchells in Rotorua.

Things really stepped up a level when Ken bought the Lambert “We created these oversized trailers, with the capability of group of businesses from Mike Lambert in 2006, a significant carting 25 tonne in each bank. A road truck only does 12-14 so it purchase and a strong nod to the new direction Ken wanted to take really added to the productivity. I built twelve and am quite chuffed the Holmes business in. that today they’re industry standard, used by all marshalling “We had won the Marsden Point marshalling contract with PFP, stevedoring companies here and in Australia.” and the attraction was that Lambert’s had spare machine capacity Ken sold the quality marshalling part of the business in 2013 and all the computer software and tools to carry out that job. It to Port of Tauranga and turned his focus to the trucking side of was 50 trucks on top of our 12 (we merged them together, so we the business, as well as the forklifts and loaders business which were running 60 trucks) as well as something like 14 companies, operated at Waipa. It was during this era that the fleet grew to 120, including stevedoring and forklift businesses,” Holmes says. including nine chip freighters which worked 24/7 for Waipa and Taking on a business of that size wasn’t without its challenges.

Claymark and some custom-built bin-in-bin trucks for Hancocks to “There were some significant challenges taking over another cart bin wood in the north. man’s empire,” he says. “It was especially important that we “There was a lot of growth at this time, due to winning contracts integrated some of our people into running parts of the Lambert and customer demand. The industry had been retrenched, really, group to establish our own culture, which we were pretty happy and it just took off and started to grow so we responded. It was with.” definitely a highlight when we bought 20 log trucks and 9 chip The acquisition of Lambert’s saw Ken shut down his harvesting freighters – all new. We had to, really, to get the fleet for big operations, transitioning from working in the bush to log transport contracts,” he says. and chip, quality marshalling and the yards. The new direction Some of the initiatives Ken is most proud of implementing in his gave him an opportunity to problem solve and innovate, something trucking firm are a zero-drug tolerance – “we did that early on and the qualified diesel mechanic and farmer’s son has always enjoyed it made a big difference in the accident rate and in driver attitudes, doing. too” – and putting cameras into trucks to monitor driver behaviour.

“One of the changes we made that worked really well was on the “Those cameras are a really smart concept where they track a wharf operations when loading logs onto the ships. Previously they driver’s eye movement and pick up if a driver is distracted or about carried loads up to shipside with big loaders. We found the large to fall asleep. They’ll then buzz to alert the driver, so they know loaders were hugely expensive to run, both for R&M and fuel, so they need to take a break. We put these in all our trucks as a health we changed the system to using material handling machines, Mafi and safety measure. As a result, we identified a lot of drivers who trucks and wharf trailers. suffered from sleep apnoea and fatigue. They’d then see the doctor “Each truck has three trailers staged at two pinch points: the and have it fixed. Not only did it give them a new lease on life, it tally station and loader, and the third behind the Mafi truck. It really changed our accident rate.” meant trucks could cycle continuously without any waiting time: The Holmes Group were also early adopters of the GPS system, they’d pick one up, drop it off, pick one up, drop it off. The running being able to see all trucks and the speeds they’re each driving costs dropped shit loads, productivity went up and the cost to on one big screen – helpful technology for office dispatch and customer went down because you could easily move wood long operations. distances,” he explains.

In Feb 2019, Ken sold the entire central North Island truck fleet,

Truck & Driver | 61

Above left: The Mack off-highway double was Ken’s first ever logging truck.

Above right: ‘Number 40’ – a sentimental truck – not only was it the first new highway Kenworth purchased by the Holmes Group, it was specced by an old work friend of Ken’s who died before it was delivered.

Bottom: Wharf trucks: The new system Ken implemented at the Port of Tauranga included material handlers and Mafi trucks with multiple trailers. the off-highway trucks and the forklift companies to long-time friend and colleague Tony Sargison of Rotorua Forest Haulage. Ken retained the Northern fleet of 20 log trucks.

“We’ve since grown that to 50 trucks, which included buying part of Mangonui’s log fleet and Stokes’ log fleet and their heavy haulage business. It’s the same cycle we’ve always followed: invest in gear to service customer demand. The biggest challenge is finding drivers.

“We usually have a truck or two parked up, needing a driver.

We’ve had to start bringing in drivers from overseas – the Philippines – to meet demand,” Holmes says.

“Truck drivers do a lot of hours, big days, and then they get home at the end of the week and give their truck a good wash, too.

I’m impressed to see the energy drivers put into their jobs and the passion they have for trucks, as well as their ability to adapt to the changing conditions and rules. I take my hat off to them and it’s been a privilege to work alongside some really good men over the years.”

The Holmes Group fleet today are mostly Kenworth and Western Stars. “They’re good, strong American trucks. Southpac has been one of our two key suppliers over the years and their service and support through CDL in Northland is excellent. They’re a good company to deal with.”

62 | Truck & Driver

When asked about trucks that stick out in his mind, Ken has two…

“We’ve got a K104 that we bought in the 90s – Number 40, we call it. It’s got auto shift and disc brakes and it’s quite a special truck to us. It was built by Kevin Wells, the truck salesman at Southpac – he was a mate of mine from when we worked at Clyde Engineering together after leaving school. Kevin is how my relationship with Southpac started. He had a heart attack and died young, before the truck was delivered. Number 40 is probably our pet truck. It’s sitting in a shed at the moment, not doing anything, but it has a lot of meaning to me and the business.”

The other special truck was an off-highway stems truck – it was a new Kenworth T904 (the company’s first Kenworth) that they put into Tarawera to replace a Western Star. That purchase marked a turning point in the company, investing seriously in transport as a sideline to harvesting.

After four decades in the forestry industry – from harvesting to transport – Ken still feels lucky to be a part of it.

“I’ve always been passionate about this industry. I still love being out there, on a bush skid, being involved, although it’s in a different capacity these days. In my experience you get to work with a really great range of decent people. It’s a great industry to be involved in.” T&D

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The Bombay Rugby Club grounds were filled with new and old trucks for the second Transfleet Trailers/Allied Petroleum Bombay Truck Show.

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By Colin Smith

PICNICS AND BARBEQUES, LIVE MUSIC, KIDS ENTERTAINMENT and trucks… literally acres of trucks old and new.

Saturday January 21 saw 465 rigs roll through the gates as official entries in the Transfleet Trailers/Allied Petroleum Bombay Truck Show.

A year later than planned due to Covid-19 restrictions last summer – and with an even higher degree of anticipation as a result – the second annual Bombay show exceeded all expectations.

And even the dubious summer weather made an effort. A few spots of rain threatened late morning but the show was completed without interruption.

There was plenty to see. A host of Counties region, Auckland and Waikato trucking firms provided the core of the huge entry but there were trucks from throughout the North Island and plenty of new metal on the distributor stands.

The turnout of trucks polished and ready to compete for UDC Finance Show & Shine honours wasn’t the only record. A new record of funds raised for charity was also achieved and the attendance is estimated at three times higher than the inaugural Bombay event in 2020.

The numbers suggest a crowd figure in the region of 16,000 to 20,000 and the fundraising total currently sits at $77,000 but is likely to climb even higher.

The beneficiaries from the show – each receiving a third share of the funds raised – are the Leukaemia Blood Foundation, Franklin Hospice and the Bombay Rugby Club, which provides the venue for the event.

Attendance numbers are still being finalised but show coordinator Marieka Morcombe says an initial `on-the-day’ estimate of 15,000 may be underestimating the turnout.

“We had 8000 people at the first show and it was at least double that number. We were very close to running out of parking and we were worried we might have to shut the gates,” Marieka says.

The Bombay show aims to be both a family-friendly community event and provide commercial value to exhibitors.

“The feedback hasn’t stopped and it’s been astounding,” says Marieka.

“It actually started during the show with exhibitors saying how much they were enjoying it and already talking about coming back next time even bigger and better.”

Trucks entered for the UDC Show & Shine competition were in contention for $16,000 worth of prizes.

Porter’s won the best fleet display and the best classic award went to the 1974 Kenworth W924 of Allen and Jackson Wills. People’s Choice honours went to the Hawke’s Bay-based Kenworth T659 logger of R&L Beale Ltd. The UDC Finance Best New Truck Award was claimed by the new Kenworth K200 bulk unit of Wyatt Haulage.

The show also has a commercial element with truck distributors and product suppliers displaying their latest offerings.

You had to look harder to find one of the stars of the show. The first new Kenworth K220 to go on New Zealand roads wasn’t on the Southpac Trucks stand but was alongside several of its Dynes Transport stablemates among the ranks of the Show & Shine entrants.

It’s an early trial unit and the full launch of the K220 is planned at Easter weekend. But there was no shortage of enthusiasts looking closely at the K220 and taking a peek inside the new high tech cab.

Iveco also played the role of teaser with the new S-Way on show but with a cover across its nose. Not was bashful was the new Volvo FL Electric that Fonterra is putting to use on Auckland metro work.

Other new trucks to regularly have a crowd around them included the new Ace Towing Scania R650 XT heavy recovery vehicle, Ezy Moves Mack Super-Liner house transporter and Roadchill’s new Kenworth W900 SAR. And on the subject of new technology there were plenty of interested visitors to the Mills-Tui stand to see the latest updates to the carbon fibre tipper bin developed by Transport Composites.

Continues on page 69 Truck & Driver | 65

4:53 PM

This page, Above: Neville Bros. new Scania R 540 had a prominent spot on the Transfleet Trailers stand.

Below (clockwise from left): No shortage of variety with 1961 Leyland, Rat Rod style 1994 Kenworth T480, a big turnout from Michielsen’s Transport and Fonterra’s new Volvo FL Electric.

Opposite page, (clockwise from top left): Allied Bulk arrived in force, Show ordinator Marieka Morcombe announces prize winners and the Mills-Tui stand displayed new carbon fibre tipper technology.

66 | Truck & Driver

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Continued from page 65 There were plenty of classics on show from American iron to a mixed line-up of well cared for British and Euro models.

After two editions the Bombay Truck Show is already established as a day for the trucking community to come together, show off its pride in the industry and to put its horsepower behind community organisations.

The next Bombay Truck Show will take place in early 2025 (date to be confirmed). T&D

Top: Ace Towing attracted plenty of attention with new Scania R 650 recovery unit.

Centre: Classic 1977 Bedford in D.L Briggs Cartage livery.

Below: 1994 Mercedes-Benz 1417/48 from Terence Howard & Sons.

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Truck & Driver | 69

This page, Above: Bombay Show allowed many their first look at the new Kenworth K220.

Centre: Stuart Howard from Terence Howard & Son won the best local fleet trophy.

Below: 1966 White and a line-up of Classics.

Opposite page, Top: People’s Choice honours went to the R & L Beale Kenworth T659.

Centre: Beautifully presented 1987 Mack R686 and part of the C.V. Compton fleet line-up.

Below: New Kenworth W900 SAR took centre stage on the Southpac Trucks display.

70 | Truck & Driver

Truck & Driver | 71

2023 TRANSFLEET TRAILERS/ALLIED PETROLEUM BOMBAY TRUCK SHOW – PRIZE WINNERS BEST VOLVO 3rd Michielsens Transport MAB919 2nd Hanes BIG700 st 1 Graeme Wright Carriers JSK818

BEST JAPANESE 3rd KT Cartage entrant 47 2nd Porters PAW218 st 1 Michielsens Transport NBD819

BEST MERCEDES 3rd Terence Howard TA816 2nd ACE Transport ACEH st 1 Murlicht Transport LTE43

BEST MACK 3rd Bigg Spec 2nd Allied MPW918 st 1 EZY Moves EZYDOG

BEST WESTERN STAR 3rd Exaro NWT49 nd 2 Hart Haulage HGEHRT 1st Michielsens Transport CAK840

BEST FREIGHTLINER 1st Jivan Produce JDT136

BEST KENWORTH 3rd Kempthorne Transport PAQ749 2nd Smiths Transport SMITH 1st Mainline Distribution XKWX

BEST INTERNATIONAL 3rd P&L McWilliam XG5873 2nd Tony Galbraith MNS556 1st Rock & Rubble EAGLRK

BEST IVECO 1st Hi-Tech LIAMZZ

BEST DAF 3rd Deadman MSB548 2nd WE Hale MEA96 1st ORT NQ6322

BEST SCANIA 3rd Hanes X8ASHB 2nd ACE Haulage ITSACE st 1 Kaitoa Haulage KAITOA

72 | Truck & Driver

Above: The skies threatened briefly but the Bombay Truck Show enjoyed better weather than many summer events.

Facing page: Porters won the Best Fleet prize with line-up including 1964 `Old Yeller’ Canadian Kenworth.... Pukekohe Cranes Mercedes-Benz line-up.... Jared Peters from Leaderbrand (left) and Mike Fisher from Knight & Dickey Carriers (right) with committee member Hayden Woolston and Marieka Morcombe.

Sponsored Awards: VERNON DEVELOPMENTS BEST TRANSPORTER AWARD – Ward #2 Kenworth T401 WARD2

TOTAL TRUCK GLASS BEST CURTAIN SIDER AWARD – Smith Transport Scania 730 PBQ597

NZ TRUCK & DRIVER BEST TRACTOR UNIT AWARD – Chem Couriers Kenworth T909 PT909

PYRAMID TRUCKING DRIVER AWARDS X 3

PALFINGER BEST TRUCK MOUNTED CRANE AWARD – Pukekohe Hiab Scania R620 BIGENF

Boofa – Caught by the CVIU travelling from Mercer to the show and got a ticket Katelyn (Transcar) – Legendary lady driver manoeuvred her huge truck & trailer onto a packed field Chris Westlake – Driver of the Mini Mack Broshmik Top Truck 1-1.5 million kms – RE Jackson Kenworth K104 JACK11 Broshmik Top Truck 1.5+ million kms – RE Jackson Kenworth K104 JACK18

JACKSON ENTERPRISES BEST STOCK TRUCK AWARD – Kempthorne Kenworth K200 PAQ749

BEST INTERNATIONAL 3rd P&L McWilliam XG5873 – 2nd Tony Galbraith MNS556 1st Rock & Rubble EAGLRK

WAITOMO BEST TANKER AWARD – Dynes Kenworth K220 PQF487

BEST SCANIA 3rd Hanes X8ASHB – 2nd ACE Haulage ITSACE 1st Kaitoa Haulage KAITOA

QUICKSILVER LININGS BEST TIPPER AWARD – Jacksons KenworthK104 JACK18

ROCK & RUBBLE BEST FLEET AWARDS 3rd Ace Towing – 2nd Graeme Wright Carriers 1st Porters

UDC FINANCE BEST NEW TRUCK AWARD – Wyatt Haulage Kenworth K200 BULKY

Royan’s Best Classic Awards 3rd Powells Transport 1978 Bedford - Brendon IT8881 2nd Waller Bindon 1989 International - Annette WB091 st 1 Allen & Jackson Mills 1974 Kenworth W924 –1974KW

PATCHELLS BEST LOGGER AWARD – R & L Beale Kenworth T659 TEN4

TATES People’s Choice Awards 3rd Knight & Dickey Scania stock truck – Driver Fisher 2nd Lane Van Den Brink Classic Kenworth st 1 R&L Beale Kenworth T659 – Driver Jason

TRT ENDLESS AWARD (OLDEST WORKING TRUCK) – Collin Walter

Truck & Driver | 73

FEATURE

The Freightliner SuperTruck II demonstrates how diesel truck efficiency can be taken to the next level.

SuperTruck evolves THERE ARE STILL SIGNIFICANT EFFICIENCY GAINS TO BE squeezed from combustion engines that will further reduce emissions and fuel consumption while improving the performance of heavy-duty trucks.

Daimler Truck North America (DTNA) and its Freightliner brand are shining the spotlight on innovative transport efficiency features with the SuperTruck II design exercise.

As part of the SuperTruck programme co-funded by the US Department of Energy (DOE) with the aim to reduce emissions from on-road freight transportation, DTNA engineers were able to investigate next-generation technologies for heavy-duty commercial trucks and to clear the technical pathway for potential integration into series production.

The prime focus was on developing new technologies on the most promising core components and systems to improve the real world operational efficiency of the truck.

Enhanced tractor aerodynamics, low-rolling resistance tyres, powertrain improvements and energy management with advanced technologies were identified as areas that could potentially enter production for customers in the future.

“Our decision to focus on improvements to core truck components was based on the objective to maximise freight efficiency for our customers while helping to reduce the carbon footprint of trucks and engines,” says Rainer Mueller-Finkeldei, senior vice president of engineering and technology, DTNA. “Taken all together, the combined innovations developed for the Freightliner SuperTruck II have provided us the opportunity to explore the technologies needed to meet stringent and forthcoming Greenhouse Gas reduction requirements in the coming years.”

Building on the success of SuperTruck I, which overachieved on DOE requirements in 2015, SuperTruck II surpasses expectations in 74 | Truck & Driver

aerodynamics, tyres, powertrain and energy management, while doubling the freight efficiency of the base vehicle from the start of the SuperTruck programme.

Close collaboration between the design and engineering departments delivered the most aerodynamic truck Freightliner has ever built. The teams were able to reduce the aerodynamic drag of SuperTruck II by more than 12% over SuperTruck I. Instead of radically changing the structure of the truck, the design goal for SuperTruck II was to redefine the existing shape of the current model Cascadia to maximise aerodynamic efficiency and simultaneously employ advanced design language to convey that efficiency.

“We wanted to create a shape that makes efficiency exciting,” said Jeff Cotner, chief designer at DTNA. “The designers imagined the surfaces of the truck being carved away by the wind. Nature has a way of creating the perfect sculptural shape, when the material is light and airy like snow or sand. This was our inspiration in creating the new expressive form language for the Freightliner brand.

“Sometimes what the eye sees is not what the air sees. We let the area’s most critical to aero performance design themselves and integrated the more expressive lines in the places where the drag is neutral. Our goal was to gain as much freight efficiency as possible and create a beautiful looking truck at the same time. It was important to us that we didn’t change something just for the sake of changing it.”

The redesigned hood, bumper and chassis fairing work with the existing cab structure and now allow the air to flow undisturbed around the truck. The grille, air intakes and doors were redesigned to be as seamless and clean as possible; no sharp edges compromise the aerodynamics or beauty of the truck.

Active side extenders and a roof spoiler system closes the

Advanced aerodynamics and low rolling resistance tyres are a key to the efficiency of SuperTruck II.

trailer gap by up to 100mm at highway speeds and an enhanced Aerodynamic Height Control lowers the truck for additional aerodynamic improvements.

Thanks to a federal exemption by the National Highway Traffic Safety Administration (NHTSA) for the programme, removing the exterior mirrors and integrating a mirrorless camera system allowed the aerodynamic drag of SuperTruck II to be significantly reduced.

Developed in partnership with Stoneridge, Inc the camera monitoring system has been tested in all weather conditions and shown great promise in enhancing the driver’s visibility and improved vehicle safety. This supports advocacy for future regulatory changes that would permit the widespread adoption of this advanced technology by manufacturers.

SuperTruck II showcases the most efficient powertrain Freightliner has integrated into a truck.

With a non-certified prototype Detroit 13-litre engine featuring two-stage turbo and interstage cooling. With a 13-speed overdrive transmission, the powertrain is able to achieve lower downspeeding and greater fuel savings through reduced drag overdrive, enabling a 5.7% fuel consumption reduction over SuperTruck I. One key powertrain feature of SuperTruck II is split cooling. This system consists of high-temperature and low temperature cooling circuits, working in tandem with two-stage turbocharging and Exhaust Gas Recirculation (EGR) cooling on the engine. Together, these technologies result in further efficiency gains enabling more

aggressive downspeeding.

A smart engine lubrication circuit minimises internal pumping losses and reducing engine parasitics by actively proportioning flow to the most sensitive components.

Adaptive tandem axles are another innovation helping increasing fuel efficiency. It allows increased torque from the fuel-efficient powertrains and automatically shifts from 6x4 to 6x2 at highway speeds while also benefitting the driver when manoeuvring at low speeds.

DTNA again collaborated with SuperTruck I partner Michelin on the development of new tyres specifically designed for the adaptive tandem axles. They not only reduce vehicle energy consumption but also to reduce maintenance downtime due to lower wear on the tires.

In co-development with DTNA, Michelin designed tyres specifically for the steer, drive and tag axles of SuperTruck II. The tyres play a critical role in the efficiency quest and the engineers were able to reduce the tractor rolling resistance by 12% over SuperTruck I. By lowering the friction on the road, less fuel is needed to maintain the truck speed.

The introduction of dynamic load shift further increases efficiency and fuel savings. With this technology, some of the load will be shifted automatically from the drive axle to the tag axle to take advantage of the tag tyre low rolling resistance. The design of the new tyres included development of new treads and compounds that translated into more than 20% improvements in drive tyre wear and

SuperTruck II is based on the current model Freightliner Cascadia.

Truck & Driver | 75

Above: Clay modelers refine the shape and styling of SuperTruck II. Below: Darek Villaneuve, Manager Advanced Vehicle Systems (left) and Jeff Cotner, Chief Designer with the SuperTruck II prototype.

Bottom: Safety cameras in place of mirrors achieve aerodynamic efficiency gains.

76 | Truck & Driver

tear and overall significantly improved rolling resistance.

SuperTruck II also features an innovative 48-volt electrical system with lithium-ion batteries, enabling a new electric steering system to adjust demand as needed, whether the operator is manoeuvring at low speed or driving at highway speeds, or to operate during EcoSail while the engine is off.

The intelligent EcoSail feature can turn the engine off when drive power is not needed, without requiring any intervention from the driver. At the same time, if the truck is coasting down a hill while the engine is off, features like air conditioning remain in operation. As soon as power is needed, the engine will restart automatically for a seamless experience for the driver.

Other 48-volt features include a new electric air conditioning system that consumes 50% less energy than SuperTruck I and continues seamless operations while the engine is turned off.

A new 48-volt starter turns on the engine with more power and speed. Finally, the new 48-volt electrical system operates the hoteling features without the engine running while delivering 12-volt power for the standard cab items like lighting or the instrument cluster.

The thermal management for the 48V battery was developed in partnership with the National Renewable Energy Laboratory. Other partners include Oak Ridge National Lab (combustion and core engine research), University of Michigan (predictive engine controls) and Clemson University (thermal barrier coating development).

A number of innovative features from DTNA’s first SuperTruck are available today in the Freightliner Cascadia, including enhanced aerodynamics, improved engine thermal efficiency and powertrain integration technologies such as downspeeding, and predictive powertrain controls.

DTNA has also been awarded a grant for SuperTruck III to develop a hydrogen fuel cell electric tractor that exceeds heavy-duty long-haul sleeper performance, efficiency, and range requirements without compromising payload. SuperTruck III designs are planned to be revealed by 2027. T&D

SuperTruck II in the DTNA wind tunnel.

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FEATURE

New expressway unlocks the golden triangle Opening the Hamilton section of the Waikato Expressway has unlocked the `Golden Triangle’ and is bringing significant benefits for transport operators.

THE RECENTLY COMPLETED WAIKATO EXPRESSWAY IS A PRIME example of how first-class infrastructure can unlock the potential of a region, provide tangible economic gains and efficiencies, while delivering much-needed safety outcomes for the transport industry and other road users.

In fact, it is so good, that some would suggest the Waikato Expressway should be the blueprint for how future critical roading infrastructure is delivered, minus the 30-year timeframe.

With planning starting in the 1960’s, and construction commencing in the 1990’s for the Pokeno bypass and Tamahere interchange, it seems the efficiencies promised are indeed a reality

Brett Gliddon

78 | Truck & Driver

for users of this critical piece of roading infrastructure.

Across the 102km of dual carriageway from Pokeno to south of Cambridge, motorists are able to travel at speeds seen in other countries but rarely experienced in New Zealand – the Waikato Expressway allows for 110km/h on the 78km stretch of road from Hampton Downs to its end near Cambridge.

According to Brett Gliddon, General Manager Transport Services, Waka Kotahi NZ Transport Agency: “The benefits for freight are significant with approximately 32% of all freight movements in New Zealand moving through the Waikato region, and these numbers are expected to increase to 50% over the next 30 years as our population grows.

“There has long been much talk of unlocking the `Golden Triangle’ of Auckland, Hamilton and Tauranga. This Golden Triangle refers to the movement of freight between the coastal ports of Auckland and Tauranga, supported in Hamilton by the Ruakura Superhub inland port.

“A significant milestone was reached this year with the Ruakura Inland Port officially opened in Hamilton in September, with the first 9-hectares of what will eventually be a 30-hectare port. With 93% of all New Zealand freight moved by road – the remainder by rail or coastal shipping – improved efficiency by removing the stop/start nature of travelling through urban centres such as Hamilton, Huntly and Ngāruawāhia adds significant economic benefits.”

Telematics data shows journey times have reduced by up to 30 minutes for freight moving through the region, with transport operators experiencing tangible benefits from faster journey times.

Approximately one third of trucks now bypass Hamilton City without stopping.

Above: The overall plan for the wider Ruakura Super Hub development.

Right: John Baillie and Justin Tighe-Umbers.

Officials promised the region would see improvements to economic growth and productivity once efficient movement of both people and freight was achieved – and indications to date suggest the Waikato Expressway is delivering on these promises.

John Baillie, owner, Baillie Transport says, “The Waikato Expressway is delivering savings across the board in terms of reduced fuel, emissions, vehicle wear and tear, and congestion. But the most critical impact is the safety value it delivers, without doubt lives have already been saved. If the Government is serious about Road to Zero, then this road provides the blueprint for safer roads.

“Added to the safety, the reduction in journey times has been significant. We now have the ability to bypass Hamilton City if we are transiting through the Waikato or heading to Tauranga.

We can deliver to our Hamilton customers more efficiently via the Expressway exits that connect us to key areas of the city while avoiding the centre.

“The Waikato Expressway is a great piece of infrastructure that leaves people wanting more – it’s marvellous. Now, we just need the Piarere extension and a link up to the Kaimai’s.

“That would be truly revolutionary. The current road simply cannot cope with the volume of traffic, ongoing investment is critical, you simply cannot ignore investment in the Golden Triangle.”

Justin Tighe-Umbers, CEO, National Road Carriers (NRC), says, “For transport operators the Waikato Expressway is a massive leap forward. It delivers greater capacity through the dual carriageway in either direction, reduced fuel and vehicle maintenance costs, more efficient freight delivery and safer journeys with less crash risk.”

Since the Hamilton section opened in mid-2022 Waka Kotahi

traffic counting sites have noted an increase in vehicles on SH1 (Karapiro) of approximately 2000 vehicles per day. Anecdotally a proportion of these will have been using SH27 as an alternative route previously.

“It hasn’t all been smooth sailing. The Ngāruawāhia section completed in late 2013 experienced surface issues, which led to a bit of a learning curve for the roading engineers. I understand this related to the underlying geotechnical conditions, an innovative technique was trialled which unfortunately has not lasted the test of time, with water ingress causing issues,” says Justin.

“Obviously this has been frustrating for truck drivers and motorists, but it’s pleasing that Waka Kotahi applied learnings from this issue to pavement designs for future sections such as the Huntly and Hamilton bypasses.”

Brett adds, “We are remedying this section of road from late 2022 until late 2023 and combining this with safety improvements to bring this section up to the 110km/h standard. This will mean delays due to reduced lane availability while we undertake the work, however, the short-term pain promises to add significant efficiencies once completed moving into 2024.”

Further work is planned from the end of the Expressway near Cambridge to the SH1/SH29 intersection at Piarere, where motorists can turn onto SH29 towards Tauranga, or continue to south on SH1 towards Taupō.

“We understand Waka Kotahi has started consenting work for an extension of the Expressway south of Cambridge. But it’s frustrating funding to construct the extension has not yet been confirmed. Unfortunately, road infrastructure is falling victim to a three-year election cycle where Government priorities change, and Truck & Driver | 79

critical infrastructure funding is sacrificed. It’s our view that large-scale infrastructure and funding needs to sit outside the usual government cycle to be better protected and ensure progress does not stall,” says Justin.

“The Waikato experiences the second-highest death and serious injury (DSI) statistics behind Auckland, with speed and head-on crashes the two greatest risks on the state highway network. Extending this section of the Expressway needs to be treated with the highest priority by Government.”

This desire to invest in essential infrastructure that delivers safer roads is echoed by Waka Kotahi.

“We are progressing the consenting of the future route and committed to improving safety on the existing highway,” says Brett.

“These safety improvements include installing sections of central median barrier, replacing high-risk intersections with roundabouts, raised line marking (rumble strips) and removal of some passing lanes.

Data shows that these improvements deliver improved safety for motorists, and we are committed to doing everything we can to lower New Zealand’s DSI statistics.”

The first central median barrier Waka Kotahi installed in this area was hit 40 times within the first 12 months – that’s 40 potential headon crashes which were avoided. Waka Kotahi research shows that removing passing lanes on this section does not negatively impact travel times – in fact in peak periods it improves times as people don’t need to slow down to merge at the end of the lanes. Planning for the construction of a roundabout at the SH1/SH29 intersection to improve safety is well advanced and construction is expected to commence in 2023, subject to consents being issued. T&D

Top: The south side of the Ralph Rd overpass near Huntly.

Below: Night view of the Ngaruawahia section.

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FEATURE

Picard’s prize-winner THE HEAD-TURNING BLUE AND ORANGE LOGGERS WORKING IN Rotorua’s M.A & L.P. Picard fleet have won the 2022 Double Coin Tyres Transport Imaging Award.

The award is judged from the 11 poster trucks featured during 2022 in New Zealand Truck & Driver Magazine.

M.A & L.P Picard’s two-year-old Kenworth T659 logger was the poster truck in the December 2021 – January 2022 issue of the magazine. The prizes include a specially commissioned painting of the truck by artist Paul Astwood and a pair of Double Coin steer tyres.

Mark and Lisa Picard operate a fleet of 18 trucks from Ngongotaha, mainly loggers working around the North Island but also have a contract with Foodstuffs carting supermarket supplies between Auckland and Rotorua.

The fleet featured on the poster shortly after two new Kenworth T610 loggers went on the road and a new T659 was due to arrive.

The Picard loggers are painted in Prodrive Rally Blue with a teal stripe and detailed with a specially mixed orange. The orange is used as the chassis and trailer colour contrasted by blue bolsters.

Mark says the company inherited the colour scheme from a Mitsubishi Shogun the couple bought from Brian O’Malley to start the business 22 years ago. Over the years subtle changes have been made to the graphics with the biggest refresh being a new company logo that was introduced when the company bought its first bonneted trucks.

The most recent trucks in the Picard fleet have been detailed and signwritten by Darren Caulfield in Rotorua. Malcolm Cab Solutions in

Rotorua do the stainless steel work on the loggers and all of the recent units work with Patchell logging gear and trailers.

“We are so honoured to have won this award,” says Lisa Picard.

Top: The M.A. and L.P. Picard Kenworth T909 appeared as the NZ Truck & Driver poster in the December 2021-January 2022 issue.

Above: Hayden Woolston (right) presents the winner’s painting to Mark Picard.

Truck & Driver | 81

Artist Paul Astwood with the completed paiting and (below) at the starting sketch and nearing completion during the three weeks of work.

82 | Truck & Driver

“On behalf of MA & LP Picard Ltd a huge thank you to New Zealand Truck & Driver Magazine for entering us into the award, Paul Astwood and Double Coin Tyres, we can’t thank you enough.”

The artwork has been hung on the wall at the Picard’s home.

“The painting is awesome. It’s got a crazy amount of detail in it,” says Mark.

Artist Paul Attwood says painting a modern truck was something different for him.

“My love is the older trucks and almost all the work I get commissioned to do is `eighties and `nineties trucks. People love the Super-Liners and W models.”

He says he spent about three weeks on the work.

“I can’t give a definite count on the hours involved. Maybe one day I will keep a log,” says Paul “I started on Christmas Day and about three weeks later it was ready to package up and send away.

“Every painting I do I put the same effort into to get the fine details,” says Paul.

“I always start with as many photos as I can find. I’m a signwriter as well and I apply the same skills as signwriting to my art. There’s a lot of cutting and masking involved to get the sharp lines and the detail.”

In the past 12 months M.A & L.P. Picard has continued to grow its operation. A second-hand truck has been added to the fleet and a new Isuzu Giga CYJ 530 8x4 truck and trailer unit has gone to work on the AucklandRotorua run for Foodstuffs in January.

Mark says there’s also another Kenworth T659 logger on order that’s expected to be a 2024 arrival.

Paul Astwood takes commissions for both canvas and large board art works and can be contacted via Facebook. T&D

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FEATURE

Dunedin’s summer showcase Story & photos: David Kinch ORGANISING A TRUCK SHOW ISN’T EASY AT THE BEST OF TIMES. And getting one up and running again after Covid-19 cancellations has been a challenge many event organisers have faced recently.

The Dunedin Truck Show was held on January 28 alongside the Taieri A&P Show which provided a full day’s entertainment for everyone.

The organising committee of Cam Wootten, Steve Brown, Kristi Paterson, Jeff Seymour, Trev Hall and Stan Mason did a fantastic job getting major sponsor City Auto Glass onboard along with the many truck brands who supplied prizes.

Sometimes you need to do something just a little bit different to attract entries for a truck show and the team did just that, thinking outside the square, including local businesses who donated great prizes.

The public turned out in big numbers on a stunning summer’s day.

With the smell of sausages cooking on the Dynes Transport barbeque (raising funds for the Arthur Burns Kindergarten) parents and children alike took the chance to have a good look at the trucks on display.

While the numbers were slightly down on previous shows the standard of competition was extremely high which made the judges job a tricky one.

With a table full of prizes and sponsors names being proudly displayed on electronic signage the prizes were handed out by the committee.

King Rig was taken out by Justin Walker in the A&L Coombs Ltd Volvo FH. Along with the trophy Justin took home a barbeque kindly donated by City Auto Glass.

People’s Choice was won by Shane Pearson who had his Kenworth T904 “Black Stallions Daddy” looking immaculate.

Never short of a few words, Shane gave an impromptu speech

Above: Stuart Homer from Homer Contracting, Waitahuna won the Best Mack and Best Classic prizes with his 1979 R686 R8T. Below: Shane Pearson with the People’s Choice trophy.

Truck & Driver | 85

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Above: Scott Transport arrived in force.

Right: Justin Walker with the `King Rig’ trophy. which was greeted with applause from the big crowd that had gathered for the prize giving.

Best Fleet was won by Scott Transport who also took out Best Kenworth and the Driver’s Choice award.

Other awards included Ethan Watson from BCB Contracting taking out the

Sponsors Choice award. This included a voucher donated by City Auto Glass to drive a V8 Mustang for seven hot laps at Highlands in Cromwell.

This Dunedin show is well run and offers amazing prizes, but like any show it needs support to continue. So the next time it’s on enter your truck and make a day of it. T&D

2023 City Auto Glass Dunedin Truck Show – Awards BEST ISUZU – Taylor Foster, Clearwater Civil

BEST UNDER-500,000KM – Marc Harris, Johnson Earthworks

BEST MERCEDES-BENZ – Jacob Bridge, East Coast Freighters

BEST 500,000-1 MILLION KM – Ollie Webb, Dunedin Carrying Company

BEST DAF – Dean Tuliau, Icon Logistics BEST KENWORTH – Karl Scott, Scott Transport BEST MACK – Stewart Homer, Homer Contracting (2019) BEST VOLVO – Justin Walker, A & L Coombs Ltd BEST SCANIA – Mykey Ashby, Hanes Engineering BEST HINO – Ryan Briesman, R & R Hiab BEST WESTERN STAR – Aaron Henderson, Henderson Transport and Logging

BEST OVER 1 MILLION KM – Justin Walker, A & L Coombs Ltd BEST LOGGER – Regan Brown, Lockhart Contracting Ltd BEST FLEET – Karl Scott, Scott Transport BEST FLEET/DELIVERY – Jayden Rae, Super Tyre BEST RIGID – Dean Tuliau, Icon Logistics BEST TRACTOR UNIT – Jaden Pearson, JAE Haulage Ltd BEST CLASSIC –Stewart Homer, Homer Contracting (2019)

BEST FREIGHTLINER – Kevin Henderson, J G Henderson & Son Ltd

SPONSOR’S CHOICE – Ethan Watson, BCB Contracting

BEST MITSUBISHI/FUSO – Jayden Rae, Super Tyre

PEOPLE’S CHOICE – Shane Pearson, STL Linehaul Ltd

BEST NISSAN/UD – Jason Kotkamp, R & R Hiab Furthest Travelled – Mykey Ashby, Hanes Engineering

DRIVER’S CHOICE – Karl Scott, Scott Transport KING RIG – Justin Walker, A & L Coombs Ltd

Truck & Driver | 87

2:48 PM

A SMALL STEP ON OUR PATH TO CHANGE FROM 2021, ALL CASTROL PRODUCTS WE SELL IN NEW ZEALAND WILL BE

COMMITTED TO CARBON NEUTRALITY IN ACCORDANCE WITH PAS 2060** A SMALL STEP TOWARDS A MORE SUSTAINABLE FUTURE

* **

in accordance with PAS 2060, see www.castrol.com/cneutral for more information.

The C02e emmisions are calculated in accordance with the Greenhouse Gas Protocol’s Product Life Cycle Standard and includes life cycle emmisions. The demonstration of carbon neutrality will be assured by an Independent Third-Party and certified to BSI’s PAS 2060 carbon neutral specification. See www.castrol.com/cneutral for more information.

7178_CANZ 210x297 W 5mm Bleed.indd 2

15/03/2022 20:47

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 the ACT party responds with their insight on the industry. T&D

WASTEFUL SPENDING ON BONKERS POLICY

By Simon Court, ACT Party spokesperson on transport LABOUR’S BIOFUEL MANDATE POLICY was bonkers, and now they have dropped it.

“Anything which makes transport fuels more costly is bad for business and ultimately bad for consumers,” was my take on it when I wrote my June 2022 column for this magazine.

In stark contrast, Energy and Resources Minister Megan Woods said the Biofuels mandate was necessary because: “This is where the rubber hits the road. If parties are not going to support this bill, I want to hear where 9 million tonnes of emissions reductions are coming from in other parts of the economy, and I look forward to that.”

Now Labour has dropped the mandate, and after nearly two years of consultation, passing the first reading of the Sustainable Biofuels Obligation Bill through Parliament, and weeks of Environment Committee hearings, Labour finally worked out what we always knew. I doubt Megan Woods would be keen to answer the challenge she presented back in June.

Forcing suppliers to add expensive biofuels to transport fuel was always going to cost working people money, and leave the poorest who depend on their cars to get to work and study with less to cover food and bills.

The Environment Committee heard from environmental groups that told us growing and refining biofuel creates more carbon emissions than producing diesel for crude oil. Making biofuels from food crops pushes up the price of food and encourages deforestation in developing countries.

Oil company executives confirmed the only countries where biofuel is widely used had to subsidise it or mandate its use at a direct cost to the consumer.

Fuel suppliers highlighted the cost and time to build additional storage to meet the mandated volumes, costs which would be passed on to consumers at around 5 to 10 cents per litre of petrol or diesel. They also pointed out how hard it is to get consents for fuel storage tanks and infrastructure.

Penalties for failing to supply the correct percentage of biofuel were up to $800 per tonne, or ten times the price of a carbon credit under the Emissions Trading Scheme.

The Committee members were surprised to learn that Mobil already supplies biodiesel to New Zealand customers, and that Gull has supplied petrol containing bio-ethanol since 2007. Gull has delivered 65 million litres of biofuel to New Zealand, enough for 1.3 million fill ups.

Gull’s CEO also pointed out that bio-ethanol receives a rebate of 35 cents per litre on fuel excise duty. There is already a subsidy in place, and suppliers are delivering biofuels to New Zealand consumers.

The committee heard detailed feedback from everyone ranging from environmental groups to oil companies. This should have been where the policy was dropped, but Labour persisted with it until their polling told them they needed to can it.

That leaves the Government in the same place they started. What could actually reduce carbon emissions to help New Zealand meet the climate targets that Labour has told us are vital, like reducing the amount of vehicle kilometres travelled?

Accurately recording mileage with GPS could help businesses save money while demonstrating lower emissions. Yet Waka Kotahi persists in running New Zealand’s’ roading

Simon Court

network and fleet as if we are still living in the 1980s.

Hubometers required by NZTA were originally designed to monitor trailer fleets so operators knew when to replace bearings and running gear on trailers. Mechanical speedometers may overestimate the distance travelled by 5-10 %.

A fleet manager pointed me to their GPS units are much more accurate than a mechanical hubometer or odometer and show that trucks and trailers are actually travelling less distance than recorded through the speedo and odometer.

They have to pay for RUCs based on the mechanical odometer, even though the technology is available to give a more accurate and cost-effective reading, showing a lower emissions profile.

This is a simple solution, and wouldn’t have the same negative impact of greenwashing poor environmental outcomes while virtue signalling about saving New Zealanders from a “climate emergency”.

Labour has spent over $4.8 million on consulting, setting up a new regulator at the Environmental Protection Agency, and pushing hastily drafted law through Parliament. Now the mandate policy is cancelled, we can’t get that money back, or the time wasted by business in responding to these daft proposals.

Can we really risk more of the same bad policy making? In 2023 voters will have a chance to choose ACT over the old duopoly, a practical and solutions-focussed party to deliver real change. T&D Truck & Driver | 89

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National Road Carriers

We need a locked-in 50-year roading infrastructure plan

By Justin Tighe-Umbers, CEO, National Road Carriers Association

I

T’S GOOD TO HEAR NEW PRIME MINISTER CHRIS HIPKINS SAYING he is going to focus on the big issues business is facing. For the trucking industry, the biggest issue is the shocking state of our roads.

Every day, potholes and undriveable surfaces cause expensive damage and delays to our nation’s trucking fleet. Our road conditions are a disgrace for a wealthy, developed country like New Zealand.

Ninety-three per cent of our goods are delivered by trucks – and our poor roading is making all these goods more expensive.

Our road network is getting worse each year as maintenance continues to fall behind. Despite all the money collected for roading, less than half of the maintenance needed is being carried out each year. So, the first call from NRC and the trucking industry to Prime Minister Hipkins is to prioritise fixing our roads by committing annual spend to cover all the road repairs needed.

By rights the Government should commit this spending because road users are contributing the tax money needed. Here are some figures that may make your blood boil.

1. RUC contributes roughly $2 billion a year to the National Land Transport Fund 2. Trucks make up 54% of that $2 billion which equals 13% of the total fund 3. Trucks make up 4% of the vehicle fleet so 4% of the fleet contributes 13% of the dollars In total, road users contribute 55% of the fund, local government contributes 20% and the balance comes from the Crown. Nearly a third (31%) is not spent on roads, with only 39% is specifically allocated to maintaining or improving roads. We need to think of the road network as a capital asset that depreciates year by year as it is used – and repairs and maintenance need to be properly funded.

Roads are a political football. One political party may announce plans for new roads or funding for road maintenance but when the natural political cycle brings the other party into power they can easily pull the pin on those plans. We don’t play political football with electricity infrastructure – imagine the power cuts – so why is it OK

Justin Tighe-Umbers

with our roads?

Planning and building roads takes many decades – much longer than three-year political terms. That’s why we are calling for a 50-year roading infrastructure plan that is locked-in, out of political reach.

This will give road contractors a pipeline of work, and the confidence to invest in tooling up, delivering more roading for the dollar over the long-term.

The current uncertain, stop-start system means a) new roads take longer to build because roading contractors can’t resource up with confidence b) we pay much more for roads than we should because of wasted Government planning effort and consultant reports when planned roads are canned, and because contractors have to build in a buffer to their costs c) we end up with a roading network that is well below par – nowhere near as effective or efficient as it could be.

The way we approach roading, as a country, is not smart – and to be honest, it’s embarrassing that Labour, National and the minor parties can’t recognise and agree that the road network is a significant national asset and efficient transport of goods is a critical factor in maintaining our standard of living.

I put the call for a 50-year roading infrastructure plan out as a news release when Chris Hipkins took over the reins and it was pleasing to get media pick-up with a morning interview on NewstalkZB with Tim Dower and evening drive time interview on Radio New Zealand with Lisa Owen. Later that week in the wake of the tragic northern floods I was invited back to talk with Lisa about how the 50-year plan would deliver the road network resilience sorely needed.

Perhaps Finance Minister Grant Robertson was listening in because in a recent media interview responding to a question about how long the fuel tax relief could be continued, he said, “We need a long-term view about what sustainable transport funding looks like.”

NRC is enlisting the support of our Transport and Logistics Advisory Group Chair Simon Bridges to lobby for a 50-year roading infrastructure plan for the benefit of the whole road transport industry. We’ll keep you posted on progress. T&D Truck & Driver | 91

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The DAF fleet at K&S Freighters is being expanded with a new CF 8x4 unit moving containers between Napier and Taupo. It’s the fifth Euro 6 DAF in the K&S fleet with a 530hp Paccar MX-13 and TraXon 16-speed AMT. The CF has the full DAF safety package, disc brakes, and a B-pillar blind spot camera. The sliding fifth wheel, guards and tool boxes were fitted in-house at the Southpac Trucks engineering department.

Strong start to 2023 NEW TRUCK REGISTRATIONS TRACKED LARGELY AS expected in January, recording a strong start to the year.

Both new truck and trailer sales totals in January are ahead of January 2022 and the market is steadily tracking closer to pre-Covid record levels.

According to NZTA provisional data there were 400 trucks (with a GVM of 4.5 tonnes-plus) registered in the first month of the new year, a solid 17.6% increase on the 340 sales in January 2022. However 2019 still provides the strongest January on record for truck sales with 416 registrations.

Trailer registrations are up year-on-year for the start of 2023 with 96 sales being 11.6% ahead of the January 2022 total of 86 new registrations.

Growing sales of commercial vehicles over 4.5t are in contrast to the overall new vehicle market. January passenger car sales are 3.9% down on January 2022 and the light commercial market is down by 26.9% compared to 2022.

FUSO carried the momentum from its strong finish to 2022 to lead the January truck market with 84 registrations, a significant 20 registrations up on January 2022. Isuzu also started the new year strongly, picking up from third in the 2022 market to claim second place in January with 66 registrations, ahead of Hino on 57.

Behind the leading Japanese brand trio of FUSO, Isuzu and Hino in the 4.5t to maximum GVM truck market, the January figures showed 39 registrations for Scania to claim fourth position ahead of Volvo (30). DAF (18), UD (17) Kenworth (16), Mercedes-Benz (16) and Iveco (14) round out the top 10.

The January trailer figures reveal a significant milestone. Fruehauf topped the monthly registrations, the first time in a number of years that Patchells hasn’t occupied the number one position.

There were few surprises among the segment data from January. In the 3.5-4.5t crossover segment, Fiat (19) was the convincing leader ahead of Ford (12) Mercedes-Benz (6), Iveco (6) and Chevrolet (5).

In the 4.5-7.5t market segment Fuso (43) leads comfortably ahead of Hino (14), Isuzu (13), Iveco (8), Volkswagen (5) and Hyundai (5).

Isuzu leads the 7.5-15t segment registering 36 trucks in January, well ahead of Hino (12), and Fuso (11) and Foton (11).

The small 15-20.5t category was led by Hino (5), ahead of UD (4), Fuso (4), Mercedes-Benz (3), Isuzu (2) and Scania (1).

The 20.5-23t segment was very quiet with Hino registering just two units.

Scania continued as they finished in 2022 leading the 23t-max segment with 38 registrations in January.

Volvo (29) made a strong start to the year to take second position. The rest of the top-10 is completed by FUSO (26), Hino (24), DAF (18), Kenworth (16), Isuzu (15), MAN (11) and Mercedes-Benz (9).

With 12 registrations Fruehauf snuck ahead of long-term trailer market leaders Patchell’s (10) for January 2023. Next were Transport Trailer (9) and TMC (7). Roadmaster, Domett, Transfleet, TIDD, and TES all achieved four sales each while MTE, Evans, and Jackson all recorded three apiece. T&D Truck & Driver | 93

A new International RH T6 for Crane & Cartage will deliver grocery products in the Auckland and Northland regions. The 6x4 tractor is driven by Ian Cathcart and has a 550hp Cummins X15, Roadranger 20918B manual transmission and Meritor RT46-160GP rear axles.

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

Vol 84 66 57 39 30 18 17 16 16 14 12 11 6 5 3 2 2 1 1 400

2023

% 21.0 16.5 14.3 9.8 7.5 4.5 4.3 4.0 4.0 3.5 3.0 2.8 1.5 1.3 0.8 0.5 0.5 0.3 0.3 100

3501-4500kg GVM Brand FIAT FORD MERCEDES-BENZ IVECO CHEVROLET RENAULT VOLKSWAGEN Total

Vol 19 12 6 6 5 3 2 53

2023

% 35.8 22.6 11.3 11.3 9.4 5.7 3.8 100

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

Vol 43 14 13 8 5 5 4 2 1 95

2023

% 45.3 14.7 13.7 8.4 5.3 5.3 4.2 2.1 1.1 100.0

January Vol % 21.0 84 66 16.5 57 14.3 39 9.8 30 7.5 18 4.5 17 4.3 16 4.0 16 4.0 14 3.5 12 3.0 11 2.8 6 1.5 5 1.3 3 0.8 2 0.5 2 0.5 1 0.3 1 0.3 400 100

January Vol % 19 35.8 12 22.6 11.3 6 6 11.3 5 9.4 3 5.7 2 3.8 100 53

January Vol % 43 45.3 14 14.7 13 13.7 8 8.4 5 5.3 5 5.3 4 4.2 2 2.1 1 1.0 95 100

Fruehauf moves ahead in trailer market 7501-15,000kg GVM Brand ISUZU HINO FUSO FOTON IVECO UD TRUCKS HYUNDAI VOLVO Total

Vol 36 12 11 11 3 1 1 1 76

2023

% 47.4 15.8 14.5 14.5 3.9 1.3 1.3 1.3 100

January Vol % 36 47.4 12 15.8 11 14.5 11 14.5 3 3.9 1 1.3 1 1.3 1 1.3 76 100

15,001-20,500kg GVM Brand HINO UD FUSO MERCEDES-BENZ ISUZU SCANIA Total

Vol 5 4 4 3 2 1 19

2023

% 26.3 21.1 21.1 15.8 10.5 5.3 100

January Vol % 5 26.3 21.1 4 4 21.1 3 15.8 2 10.5 1 5.3 19 100

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

Vol 2 2

2023

% 100.0 100

January Vol % 2 100.0 2 100

23,001kg-max GVM Brand SCANIA VOLVO FUSO HINO DAF KENWORTH ISUZU UD MAN MERCEDES-BENZ IVECO SINOTRUK FREIGHTLINER WESTERN STAR MACK Total

Vol 38 29 26 24 18 16 15 12 11 9 3 3 2 1 1 208

2023

% 18.3 13.9 12.5 11.5 8.7 7.7 7.2 5.8 5.3 4.3 1.4 1.4 1.0 0.5 0.5 100

Trailers Brand Vol FRUEHAUF 12 PATCHELL 10 TRANSPORT TRAILERS 9 TMC 7 ROADMASTER 4 DOMETT 4 TRANSFLEET 4 TIDD 4 TES 4 M.T.E. 3 EVANS 3 JACKSON 3 FREIGHTER 2 FAIRFAX 2 MILLS-TUI 2 ADAMS & CURRIE 2 LOWES 2 MJ CUSTOMS 2 KRAFT 1 HAMMAR 1 OTHER 15 Total 96

2023

% 12.5 10.4 9.4 7.3 4.2 4.2 4.2 4.2 4.2 3.1 3.1 3.1 2.1 2.1 2.1 2.1 2.1 2.1 1.0 1.0 15.6 100

January Vol % 38 18.3 29 13.9 26 12.5 24 11.5 18 8.7 7.7 16 15 7.2 5.8 12 5.3 11 9 4.3 3 1.4 1.4 3 1.0 2 1 0.5 1 0.5 100 208

January Vol % 12 12.5 10 10.4 9 9.4 7 7.3 4 4.2 4 4.2 4 4.2 4 4.2 4 4.2 3 3.1 3 3.1 3 3.1 2.1 2 2 2.1 2 2.1 2 2.1 2 2.1 2 2.1 1 1.0 1 1.0 15 15.6 96 100

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Ellison Cartage from Carterton has a new 700hp Volvo FH16 6x4R which expands its fleet to eight trucks. The FH16 is named “The Magic Carpet” and is moving bulk products around the Wairarapa and North Island.

Geoff Field is driving the Volvo with a Transport Trailers tipper body and five-axle trailer.

Building supplies from Thomson’s ITM Papakura are being delivered in Auckland and the Waikato with a new Isuzu FVZ1400. The 6x4 with 5300mm wheelbase has a Euro 5 300hp engine, Allison 3000 Series six-speed automatic and RT40-145 tandem axles. The front-mounted HMF 1910 hydraulic crane is fitted on a 6-metre hardwood deck with 1.5m rear trombone extension built by Crane Sales NZ in Matamata. Super Singles were fitted by Auckland Truck Alignment.

96 | Truck & Driver

A new Hino 700 Series 10x4 fitted with a Lintern Engineering deck is on vehicle transport duties for Hawera Haulage in South Taranaki. The FY3248 model with Euro 5 480hp engine and 18-speed manual transmission had the tag axle fitted by Gary Douglas Engineering in Palmerston North. It has rear air suspension, inter-axle differential lock and engine retarder brake.

Cambridge-based Tony Cookston has taken delivery of a new Kenworth K200 2.3m Aerodyne 8x4 to replace his 2015 model K200. Cookston Contracting is contracted to Whakatane’s Heikell Transport (1993) and hauls livestock mainly in the BOP and East Coast regions. Specs include Cummins X15 600.615hp and Eaton RTLO22918b manual 18-speed Roadranger, Kenworth load share front suspension and Primaax rear suspension. Extras fitted include a bull bar, slim line air intake and cab skirts with dovetail roof kit, offset front rims, stainless wheel arch trims and kick panel trim, top bunk, woodgrain steering wheel plus CB, UHF, bush radio, microwave, Smart TV, fridge, and Bigfoot CTI. A Jackson Enterprises deck and five-axle trailer carry a 25-foot truck crate and 35-foot trailer. Cab painted by Haddock Spray Painters.

Lockhart Contracting has taken delivery of a new Kenworth T610 SAR logger set up with Kraft gear and new Kraft 4-axle trailer. Based out of Milton and carting logs around the Otago region, the T610 has a Cummins X15 developing 615hp and 2050 lb ft, an Eaton RTLO22918B transmission, Meritor MT21-165GP rear axles and Airglide 460 rear suspension. The Meritor MFS73 front axle has a pre-drilled stub axle for CTI and a factory Kenworth bullbar is fitted.

Truck & Driver | 97

Harper Log Transport has new Scania R 650 B8x4NA Sleeper cab logger driven by Rochelle and working around the Hawke’s Bay region for Pan Pac. A Euro 6 DC16 16-litre with 650hp drives to a Scania GRSO926R 12-speed manual with 4100D retarder and RB735 hub reduction rear end. Features include rear air suspension, EBS/ABS disc brakes, CTI, V8 leather trim, fridge, LED light bar, DuraBright alloys and drop visor. Cab and chassis paint by Haddock Spray Painters and signage by Caulfield Signs Rotorua. The new Patchell set-up and 5-axle multi trailer is fitted with ExTe chain tensioners.

Tauranga’s McLeod Transport has taken delivery of the first of four new Volvo FM540 6x4s which will support the McLeod Cranes fleet towing specialised crane counterweight trailers or working as flat decks when required. A D13C sixcylinder produces 540hp and 2600Nm of torque with the 12-speed I-Shift automated manual transmission and Volvo RTS2370B rear axles. The Volvo Driver Safety Package including blind spot monitor is fitted.

98 | Truck & Driver

The New Plymouthbased fleet of G.J. Sole Transport has received the second of two new Kenworth K200 8x4 loggers. Built to the exact requirements of Graeme and Noelene Sole, the K200 has a Cummins ISX 550.578hp engine and Eaton RTLO 20918B Roadranger 18-speed manual. The specification includes non-load share front suspension, Airglide 460 rear suspension, Meritor 46-160 rear axles with cross locks and 4.3:1 final drive ratio and BigFoot CTI. Signwriting was completed by Caulfield Signs and the truck has Kraft Engineering log bolsters and five-axle trailer.

Hirock Ltd in Palmerston North has put this new Mack Super-Liner to work carrying aggregate around the lower North Island. A 685hp MP10 16-litre engine runs through the 12-speed mDrive transmission and Meritor 46-160 rear axles on Primaax air suspension. The 8x4 has a Jackson Enterprises bin and pulls a 5-axle Jackson Enterprises trailer. Capture Signs in Palmerston North did the eyecatching graphics.

Fragile freight movements is the job description for a new Isuzu FSD 650 which has joined the TSS Sensitive Freight fleet based at Airport Oaks in Mangere. The 4x2 unit has a 5560mm wheelbase and is powered by the Euro 5 260hp engine with an Allison LCT2500 6-speed auto and Isuzu R090 rear axle. The Alimax 6.65m box body was built at Wairau Truck Bodies in Silverdale with an Anteo 2T 2.6m alloy cantilever tail lift.

Truck & Driver | 99

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116 Colombo St, Frankton, Ph: (07) 847 9343

WHEN YOU NEED A REPLACEMENT HOIST it pays to ring Hoist Hydraulics

0800 856 700 (09) 8186 287

sales@autosprings.co.nz www.autosprings.co.nz

sales@hoisthydraulics.net

We’ve expanded our support network, providing all of our regular services now at 55 Waione St in Petone, Lower Hutt.

Get hold of our team today to see what we can do to help you out.

Offering: ❏ Heavy Commercial Vehicle Collision Repairs ❏ Sandblasting ❏ Fiberglass Repairs ❏ Plastic Welding ❏ Automotive Refinishing ❏ Industrial Painting & Protective Coatings ❏ Rust Repairs for COF ❏ Windscreen Replacement

Waitara • Rotorua • Tauranga (2 sites) • Wellington

www.brokersunited.co.nz 104 | Truck & Driver

TD33024

Email: estimates@brokersnz.co.nz | Ph: 0800 45 88 45

EG30643

Auckland:

www.transportrepairs.co.nz

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

Shacman New Zealand Limited Shacman New Zealand Limited Distributor for SHACMAN Truck 264 Roscommon Road, Wiri, Auckland 2104 Distributor for SHACMAN Truck 264 Roscommon Road, Wiri, Auckland 2104

www.shacmantruck.co.nz www.shacmantruck.co.nz

TD33144

Bobby Khan Bobby Khan