NZ Truck & Driver August 2023

NZ TRUCK & DRIVER

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| August 2023

August 2023 $9.50 incl. GST

BIG TEST Going for gold | FLEET FOCUS Excelling in rubbish service | FEATURE: Silver State Showcase

FLEET FOCUS Excelling in rubbish service

FEATURE Silver State Showcase

The Official Magazine of

ISSN 2703-6278 Issue 270

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CONTENTS Issue 270 – August 2023

4

24

41

News

The latest from the world of road transport including…. Truckies turn out in force for a special eighth birthday…. Awards night at the Ia Ara Aotearoa Transporting NZ conference…. UD Trucks introduces a new ready-to-work tipper…. The latest electric, hydrogen and autonomous truck developments….

Early season action from the FIA European Truck Racing Championship.

44

Giti Tyres Big Test

63

Transporting New Zealand

Interim Chief Executive Dom Kalasih sets out the association’s priorities for the looming general election and explains the benefits of the new Transporting New Zealand Cost Model tool.

69

73

Sharp in Gillette

The shimmering lights, shining chrome, vivid paint and unique interiors of America’s best custom trucks go on show at the 2023 Shella Rotella SuperRigs competition.

REGULARS:

FEATURES: 58

Going For Gold: The first of the special edition Kenworth Legend SAR units are now going to work on New Zealand roads. We take a drive in a shining example, the gold painted new addition to the allKenworth Lockley Transport fleet from Waihi.

Teletrac Navman Fleet Focus

Excelling In Rubbish Service: The 45-strong Isuzu fleet of Rubbish Direct is a familiar sight on the streets of Auckland. We look at how the company has developed a unique service to hotels, apartments, restaurants and bars around the city.

Southpac Trucks Legends

Bulk petroleum transport is a highly specialised sector of the trucking industry. Greg Pert and Jackie Carroll have built Mount Maunganui-based TranzLiquid Logistics into an industry leader.

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.

85

Silver State Showcase

Every four years the American Heritage Truck Association visits Reno, Nevada for its annual show.

Rod Simmonds reports from the 2023 event.

Ready For A Changing World

With global uncertainty and an election looming, the 2023 Ia Ara Aotearoa Transport New Zealand conference took a wide-ranging look at issues facing the road transport industry.

CrediFlex Recently Registered

June registration figures sees the New Zealand new truck market still on track to achieve record volumes and a change at the top in a very close battle for market leadership. Plus, our monthly gallery of new trucks on the road.

COLUMNS 77

It’s Political

Each month New Zealand’s major political parties are given the opportunity to offer their opinions on issues affecting the road transport industry. This month the Green Party joins ACT and National with a preelection look at transport industry issues.

83 National Road Carriers Association

With some economic challenges, CEO Justin Tighe-Umbers outlines the NRC expertise and services that can help members keep their wheels turning.

MANAGEMENT

ADMINISTRATION MANAGER

Publisher

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

Sue Woolston

Advertising

Victor Georgiades 021 925 600 victor@trucker.co.nz

Sue Woolston Phone

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

accounts@trucker.co.nz

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

EDITORIAL Editor

Colin Smith 021 510319 colin@trucker.co.nz

Associate Editor

Brian Cowan

CONTRIBUTORS

Ian Parkes Olivia Beauchamp Gerald Shacklock Rod Simmonds Ben Simmonds

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 Ollie Johnson meets some of the drivers who brought their trucks to his birthday party.

Truckies show their heart THE ROAD TR ANSPORT INDUSTRY WAS IN THE NEWS and in the hearts of a Hamilton family when truckers turned out in force to give a “truck mad” eight-year-old a birthday to remember.

Sixty-five trucks formed a surprise birthday convoy for Hamilton’s Oliver `Ollie’ Johnson that featured on Seven Sharp and multiple national news stories as well as reaching global audiences.

The story developed when Oliver’s mum Katherine Johnson made a social media post hoping a truck driver would accept her offer of $50 to take Ollie for a ride in a truck on his birthday.

“We reached out to say we’d love to help and didn’t want any money,” says Barry Hart of Hart Haulage.

“At the same time there must have been 10 or 12 others who did the same thing, so I said I’d help out and put it together.

“At first I thought we might have 10 or 15 trucks and it was mind blowing to end up at 65. I had 39 who actually registered, but the calls kept coming and I couldn’t say no.

“We took a couple of trucks around to Ollie’s house to pick him up and brought him back to our yard to see the other trucks and meet the drivers,” says Barry.

“I still can’t believe we managed to fit 52 trucks into our yard.”

With a smile as wide as a heavy haul trailer and wearing a Hi-Viz jacket carrying his name, Ollie’s special treat included a convoy along the Waikato Expressway to visit to the C & R Developments museum in Cambridge.

“To have C & R open up their incredible museum and for Service Foods to feed 200 plus people was amazing,” says Barry.

Barry says reading the Facebook post about Ollie resonated with him.

Hart Haulage has been at the forefront of anti-bullying and mental health initiatives and Barry says the convoy showcased the strong sense of community within the trucking industry.

“This is something that is really important for us. Everyone knows our story and the work our son Josh has been involved with.

“I just saw this seven, soon to be eight year-old as a young version of Josh. I wanted him to know there was a community that had his back and where he could feel that he belonged.

“To see it all come together first hand, and to see Ollie’s reaction was very humbling.”

Barry says coverage of the birthday convoy has gone worldwide.

“I’ve had Fox News call me and it’s been on TV in the USA, Canada and in Europe.”

Ollie aboard the pink Hart Haulage Western Star and the packed lineup at the Hart Haulage Hamilton yard.

4 | Truck & Driver

Award winners Anthony Jones (HWR Group), Mackenzie Lintern (NZ Cranes), Tania Breach (Clive Taylor Transport), Lisa DeSilver (Booth’s Logistics), Verna Niao (Te Pukenga) and Chris Wood (C.R.Grace Ltd).

Photos Abbie Dorrington/WestTwo

NEWS

Industry announces 2023 award winners TWO OF NEW ZEALAND’S LARGEST TR ANSPORT firms and the success of females working in road transport roles were recognised at the New Zealand Road Transport Industry Awards function in Lower Hutt on June 29.

The major awards night accolade announced at the Lower Hutt Events Centre dinner function went to HW Richardson Group.

The Southland-based company, New Zealand’s largest privately owned company, was named winner of the VTNZ Supreme Contribution to New Zealand Transport award.

CEO Anthony Jones, who leads the HWR Group workforce of 2700 running a fleet of 1300 vehicles, accepted the award from sponsor Greg O’Connor of VTNZ. Five other awards were announced with the ERoad Outstanding Contribution to Health and Safety for 2023 being won by Tania Breach, from Clive Taylor Haulage of Paraparaumu.

Described as a ``total safety professional”, Tania is a relative newcomer

to the transport industry after she and husband Andrew purchased Clive Taylor Haulage in early 2021.

The winner of the Teletrac Navman Outstanding Contribution by a Woman in the Road Transport Industry was Verna Niao, Executive Director of MITO – Te Pukenga.

Mackenzie Lintern, a graduate of the Road To Success programme who began her career at Mackley’s and now works for NZ Cranes, was the recipient of the ERoad Young Driver of the Year award.

Joint winners of the Fruehauf Outstanding Contribution to Innovation title were livestock carriers Martinborough Transport, C.R. Grace Ltd and Stephenson Transport.

Booth’s Logistics was recognised for its recruitment and retainment efforts, which sees 14 drivers currently participating in the Road to Success micro credentials programme.

The Hanga-Aro-Rau Outstanding Contribution to Training Award was accepted by Booth’s Group Training Coordinator Lisa DeSilver.

Anthony Jones from HWR Group accepts the Supreme award.

Tania Breach receives the Health and Safety award from Peter Carr of EROAD.

Truck & Driver | 5

NEWS

Registrations open for KW celebration REGISTRATIONS HAVE OPENED for the truck show being staged as the main public attraction at the 100 Years of Kenworth celebration early next year.

Southpac Trucks has opened the online KW100 registration portal on its website for the Saturday February 3 event at the Mystery Creek Events Centre near Hamilton.

The Mystery Creek venue offers nine hectares of space, enough room to park about 1500 trucks.

The Kenworth-only show will eclipse any single brand truck show previously staged in New Zealand – including the turnout of 301 Kenworths hosted by Southpac Trucks at Mt Maunganui’s to celebrate 50 Years of Kenworth in New Zealand.

To allow participants to make early plans for attending the show and displaying their trucks, Southpac Trucks advises the Mystery Creek venue will be open Thursday February 1 (10am to 9pm) and Friday February 2 (10am till midnight) to park trucks.

No truck entry or movements at the site will be permitted before 7pm on Saturday February 3, when trucks can begin exiting the venue.

Southpac Trucks says a full parking plan will be issued ahead of the event. All trucks must be registered for the event.

The show will offer prizes across a range of categories, and those bringing a truck will receive a special 100 Year commemorative pack.

A commemorative range of flags, banners and merchandise will be available for purchase to mark the 100 Year celebration.

The big Kenworth line-up to celebrate 50 Years of the brand at Baypark Stadium in 2014.

Dakar `24 route set to challenge Dutch driver Janus van Kasteren powers his Iveco to victory in the 2023 Dakar Rally.

COMPETITORS IN NEXT YEAR’S DAKAR RALLY WILL face a gruelling two week challenge in the deserts and mountains of Saudi Arabia.

The 46th edition of the world’s toughest Rally Raid event is the fifth to be held in Saudi Arabia. The start on January 5 is from the 1000-year-old city of Al Ula, and the Dakar will cross the country in the direction of the `Empty Quarter’ and then loop back to finish in Yanbu on the shores of the Red Sea on January 19.

The rally itinerary includes a Prologue stage and 12 special stages, the longest being a 600km marathon stage in the `Empty Quarter’ desert region with no service support. The route will include 5,000km of special stages, of which an estimated 60% will be all-new sections.

6 | Truck & Driver

“The challenge will be just as daunting as last January”, warns race director David Castera, who promises the competitors massive stretches of dunes where navigation difficulties will accompany the technical challenges of crossing them.

A new addition to the event in 2024 is called Mission 1000, a part of the Dakar Future programme, which offers constructors an opportunity to test vehicles with innovative technologies on Dakar terrain in a non-competitive format.

Fully electric, hybrids using biofuels, and hydrogen powered cars, motorcycles and trucks will cover 100km each day, with performance evaluated for efficiency and their carbon footprint rather than outright speed. The Mission 1000 section is considered as full-scale test ahead of these vehicles being entered competitively in future events.

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NEWS Navistar has developed high-voltage hybrid technology to raise efficiency in its SuperTruck II programme.

Navistar reveals SuperTruck II THE LATEST DEVELOPMENT IN THE SUPERTRUCK II programme, which sees OEM brands working with the US Department of Energy, is the reveal of Navistar’s International SuperTruck II project.

Compared to the International SuperTruck I unveiled in 2009, the new concept achieves a 170% improvement in freight efficiency and a hybrid powertrain capable of delivering 14.7 litres per 100km fuel consumption.

The truck also demonstrates innovative approaches to weight reduction, rolling resistance technologies, aerodynamic improvements, and powertrain technologies to assist in reducing U.S. dependency on fossil fuels in the commercial vehicle sector.

“With co-funding by the DOE, Navistar engineers experimented with prospective technologies not currently available in the Class 8 truck market to accelerate the impact of sustainable mobility,” said Russ Zukouski, chief engineer, Global Innovation and Principal Investigator for the SuperTruck programmes.

“The team concentrated its design on high-voltage electrification, utilising hybrid technology on a path toward full electrification that has the potential to be commercialised in fully electric vehicles and improve customers’ total cost of ownership (TCO) and business operations.”

The design goals for International SuperTruck II focused on the next generation of vehicle efficiency improvements through hybridisation and aerodynamics. This resulted in a demonstration of 170% improvement in vehicle freight efficiency, 55% engine brake thermal efficiency, assessed TCO opportunities for individual technologies, and high-voltage electrification efforts modelling hybrid technologies that can be utilised for fully electric vehicles.

“Navistar is the only OEM to build a trailer to provide the most accurate testing results possible,” says Dean Oppermann, chief engineer, Advanced Truck.

“It includes a 100% composite box designed for minimum aerodynamic drag with light weight, integrated cross members, controlled underbody flow with composite aero treatments, next-generation solar panels with connectivity options, and ride height control.”

International SuperTruck II was built as a hybrid vehicle featuring a

combustion engine with high-voltage accessories and technologies, developed in partnership with Bosch. Engine improvements were made in key areas including combustion, friction, gas exchange, and airflow through the engine.

A redesigned cylinder head with dual overhead cam engine and enhanced fuel system resulted in a 2% fuel economy improvement when compared to International SuperTruck I. Aftertreatment system improvements include diesel exhaust fluid (DEF) dosing, improved mixing and lower restrictions, new selective catalytic reduction (SCR) formulations for high-NOx reduction and reduced coldstart activation time.

“A full system approach was required to achieve 55.2% brake thermal efficiency,” said Jim Cigler, chief engineer, Advanced Engine.

“Opportunities were identified by internal engineering teams along with research partner Argonne National Laboratory through detailed analysis and simulation. System suppliers such as Bosch, Jacobs Vehicle Systems, and Applied Nano Systems (ANS) brought new approaches to key systems that enabled laboratory success and yielded real-world fuel economy improvements. Navistar was able to identify new ways to push our engines to the next level of efficiency.”

The project also highlights connectivity with next-generation predictive cruise control, as well as leveraging technologies and information within the larger TRATON Group to explore vehicle-to-everything technologies to enhance safety and vehicle efficiencies.

“Our goal is to continue to advance internal combustion engine technology as efficiently and sustainably as possible until there is parity with zeroemissions vehicles,” says Opperman.

“Development of both technologies concurrently ensures a smooth transition of technology to best serve customer needs. We are focused on the entire product ecosystem – product development itself, as well as infrastructure charging, service and support of vehicle operation, end of life for batteries.”

As a member of the TRATON Group, Navistar continues to identify, engineer, and test future technologies, including solid state batteries, hydrogen fuel cell electric vehicle technology, autonomous driving capability, and connected vehicle solutions.

Truck & Driver | 9

NEWS

Change at the top for Scania NZ SEPTEMBER WILL BRING A change at the top of Scania New Zealand as managing director Rafael Alvarenga departs for a new role with Scania’s owner, Traton Group

Victor Carvalho

in Latin America.

The new managing director will be Victor Carvalho, who will join Scania NZ from his role as head of Scania Portugal.

“I am looking forward to my new chapter with Scania in New Zealand and pick up where Rafael has left off. I am excited about continuing the growth and success of the New Zealand business and experiencing the Kiwi culture with my family,” says Carvalho.

Carvalho – who like his predecessor hails from Brazil – comes to New Zealand with his wife and two small children. He has a 20-year career with Scania, most recently as regional director for Portugal for four years and earlier enjoyed an incredibly successful period as Director of Truck Sales for Latin America.

Following a two-year tenure in New Zealand,

Alvarenga’s new role is Vice President of Commercial Operations at Navistar, Mexico.

Alvarenga says he is proud and pleased to be handing the reigns to Carvalho with the business in a market-leading position and exciting growth plans for the future.

“The quality of Scania NZ’s team and culture alongside our customer-first mantra and cando Kiwi attitude has made my time here one of the most rewarding of my career. But my main reason for optimism is knowing about the impressive plans that lie ahead for Scania’s growth in NZ,” says Alvarenga.

Scania expanded its footprint in New Zealand under Alvarenga’s tenure, growing a network of 25 service centres, of which 10 are Scania New Zealand branches and 15 are independent approved service centres.

Iveco’s tough eDaily exercise IVECO HAS MUSCLED ITS FULL-ELECTRIC eDAILY van to a new Guinness World Record by towing more than 150 tonnes.

A standard all-electric eDaily 3.5 tonne van has claimed the official title for the ‘Heaviest weight towed by an electric van’ by hooking up and moving a 153.58- tonne load at a record attempt at Blackbushe Airport in Surrey, UK. The record-breaking eDaily was hitched to an Iveco X-Way Strator truck, built for Essex haulage company G&B Finch. The truck’s trailer was The Iveco eDaily with 153-tonne in tow to break a Guinness World Record.

10 | Truck & Driver

laden with a huge Collard Group earth-mover weighing in excess of 50 tonnes, with an additional seven tonnes of ballast being added for good measure.

A fully-loaded Iveco X-Way 8x4 tipper truck was then attached to the Strator’s trailer before an all-terrain airport fire truck completed the 153-tonne road train secured to the eDaily by a specialised towbar designed

by Mike Parker Design.

Once it started moving the eDaily made steady progress down the stipulated 100ft of runway and crossed the finish line in front of the Guinness World Records invigilators to claim its impressive accolade.

The van’s ‘hi-power’ mode - fitted to every eDaily as standard - was utilised on the run, providing bursts of additional power in demanding towing conditions.

The airport was selected as the record attempt location as its additional runways, surface and gradient met the strict Guinness World Records criteria. All of the towed vehicles were weighed using precision weigh pads supplied by Micro Weighing Solutions as part of the official Guinness regulations.

The new record surpasses those set by all-wheel drive electric cars, an impressive feat made possible by the eDaily’s 140kW rear-wheel drive drivetrain with 400Nm of torque.

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NEWS

Cummins partners on new alloy A COLLABOR ATION PROJECT BETWEEN CUMMINS and the Oak Ridge National Laboratory (ORNL) in Tennessee has developed a new high temperature steel alloy for use in engine componentry.

The new material will increase the durability and ultimate efficiency of Cummins’ engines and better serve the company’s customers and fleets.

Cummins began its alliance with ORNL in 2018 with the aim of developing an alternative steel alloy with significantly improved high temperature oxidation resistance and strength, while maintaining affordability.

The new alloy offers an 85% increase in Ultimate Tensile Strength.

“The partnership with Oak Ridge National Laboratory and development of the new material shows the serious potential for improvements and efficiencies for our engines,” says Corey Trobaugh, Cummins DirectorApplied Science and Technology.

Cummins says previous materials have limited engine efficiency gains and emissions reductions, and prohibited engineers from extracting more heat from the combustion process, due to materials degrading prematurely from oxidation, scaling, and cracking.

The new material is significantly stronger at elevated temperatures, compared to the most commonly used commercial steel alloy, 4140, and has virtually eliminated those degradation pathways.

When comparing the new alloy to 4140 steel, the novel steel alloy exhibits 85% greater Ultimate Tensile Strength (maximum stress a material can withstand while being stretched or pulled before breaking) and 143% greater fatigue strength (maximum cyclical stress that can be applied for the material to withstand at least 10 million cycles before failure) at 600degC. Additionally, in an aggressive, long-term engine test of pistons manufactured from the new material, no cracking occurred and very little oxidation or scaling occurred. The new medium carbon steel offers at least a 50degC increase in temperature capability compared to current 4140 steels.

The cooperative development of the new alloy was supported by the US Department of Energy’s Vehicle Technologies Office LightMAT Programme.

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Iveco revives an icon THE ALL-TERRAIN IVECO DAILY 4x4 Tigrotto which debuted at the IAA 2022 expo in Hanover has been confirmed for right-handdrive production.

Initially launched exclusively in left-hand drive, the Tigrotto is based on the rugged Daily 4x4, and pays homage to its namesake of the 1950s.

The original 1957 OM Fiat Tigrotto was designed for heavy-duty missions and spawned numerous variations over a production lifespan that ran till 1972.

The modern Tigrotto is built as a chassis cab, enabling body builders to unleash their creativity on this highly capable platform with Iveco expecting interest from the adventure and motor home sectors.

Offered in an on- or off-road specification, all variants are powered by a 3.0-litre 180hp diesel engine coupled to an 8-speed Hi-Matic automatic transmission. The Daily’s truck-based chassis means the 7.2 tonne Tigrotto is available with a payload of up to 4,165kg, and body lengths up to 4,450mm.

The all-wheel drive system features three locking differentials and low-speed gearbox ratios to maximise traction. An advanced Electronic Stability Programme is also suited to off-road

conditions and a significantly increased ride height, combined with excellent approach and departure angles, further bolster the all-terrain credentials.

The Tigrotto – meaning ‘tiger cub’ in Italian – boasts unique two-tone bodywork and a red elements that hark back to the 1950s original, as

does the instantly recognisable badging. Its retroinspired wheels and rounded spotlights create a classic and functional appearance.

Visual enhancements extend to a cab with a ‘vintage’ inspired dashboard finished in contrasting shades and crowned with a Tigrotto logo.

The Tigrotto version of the Iveco Daily is a modern version of the original OM Fiat Tigrotto from 1957.

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Truck & Driver | 13

NEWS

Wanaka boosts southern economy THE RECORD EASTER WEEKEND attendance for the biennial Wheels at Wanaka event has brought significant benefits to the local community.

Following the three-day event, the Wheels at Wanaka Charitable Trust is donating $100,000 to community groups while estimating the event contributes $19 million to the regional economy.

Major recipients include event charity-of-choice organisations Cure Our Ovarian Cancer NZ, who will receive $15,000 and the Wanaka Community Workshop MenShed will receive $5,000.

Wanaka community groups whose members

volunteered at the event also stand to benefit with nearly $26,000 to be distributed between Aspiring Athletics, Aspiring Gymsports, Aspiring Rotary, Mt Aspiring Kapa Haka, Rotary Wanaka, Wanaka Biathlon Club and Warbirds Over Wanaka.

In addition, the Land Rover 75 Year Anniversary Rally raised $9,000 for LANDSAR Wanaka thanks to the efforts of rally director Rod Corbett.

Free market space and fundraising opportunities were also provided to the Upper Clutha Plunket, Hepatitis C Awareness, Wanaka Lions and Wanaka Rowing and Pioneer Netball Club’s BBQ. “The team and are I delighted with this year’s

The OceanaGold CAT 789 was among the most popular attractions at Wheels at Wanaka 2023.

results and can’t thank the vehicle owners, partners, volunteers and patrons enough for the vital roles they play in our show” says event general manager Allan Dippie.

“Wheels at Wanaka was established to give back to the community and to encourage the preservation of precious vehicles and their history. We’ll also be distributing a percentage of profits to some of the passionate clubs who work tirelessly towards this common goal also,” Dippie says.

The West Otago Vintage Club will receive $10,000, with a further $8,500 shared between the Southland Steam Engine Club, South Canterbury Traction Engine and Transport Museum, Binders Down Under, NZ Vintage Machinery Club, Vintage Car Club NZ Central Otago Branch and the Tuapeka Vintage Club.

With this year’s record attendance of 40,700 (up from 25,000 in 2021), Wheels at Wanaka can now claim the title of Australasia’s biggest all-vehicle show.

Economic benefits include an estimated injection of $19.2m of direct spending into the Queenstown Lakes economy in April 2023 ($10.3m in 2021) and $13.5m of event motivated expenditure ($6.9m in 2021).

Post event research resulted in a 99% patron satisfaction rating (98%, 2021) with many naming the Terra Cat Earthmoving Extravaganza and OceanaGold Macrae’s Operation Cat 789 dump truck as highlights.

Wheels at Wanaka 2025 is again scheduled for Easter weekend (April 18-20).

Kiss of success DEFENDING CHAMPION NOBERT KISS (HUNGARY) has raced to an early lead in the Goodyear FIA European Truck Racing Championship.

Three rounds of the series have been completed with Kiss winning eight of the 12 races contested to date in his Revesz Racing MAN. A non-finish in the opening race at Misano put Kiss behind in the point standings, but an unbeaten performance in round two at the Slovakia Ring powered him back on top of the leaderboard.

14 | Truck & Driver

Kiss leads with 150 points following two more wins at the third round, the first-ever visit of the ETRC to the Poznan circuit in Poland. Iveco racer Jochen Hahn (Germany) is second on 120 points with Germany’s Sascha Lenz (MAN) on 103pts just ahead of Spaniard Antonio Albacete (MAN) on 101pts.

Round four was at the Nurburgring in Germany on July 15-16 and the championship then takes a six-week summer break before visiting Most in the Czech Republic on August 26-27 for the fifth of the eight rounds.

NEWS NEWS Development of the eActros 600 includes extreme winter tests in Finland.

October launch for long haul eActros JUST OVER A YEAR ON FROM ITS IA A Transportation 2022 show premiere in Hanover, the full-electric MercedesBenz eActros LongHaul will be launched on October 10 as the eActros 600 production model.

The 600 designation is derived from the battery capacity in kilowatt hours kWh – following the same nomenclature as the eActros 300/400 models for distribution haulage.

The high battery capacity and a new electric drive axle – developed inhouse – enable a range of about 500km without intermediate charging.

Thanks to its low energy consumption, the e-truck is intended to be the most economical long-haul truck from Mercedes-Benz Trucks and is forecast to significantly accelerate the transformation of road freight transport towards CO2-neutral drives.

Since the first appearance of the electric truck as a “concept prototype” at the IAA Transportation 2022, further test vehicles have been built and put through their paces, including Arctic Circle winter testing in Finland at the beginning of the year.

A fleet of around 50 prototype vehicles is currently being built, which is also planned to go into practical testing with the first customers in the next development phase. Series production of the e-truck is planned for 2024.

“The eActros 600, produced in Wörth, is able to replace the majority of diesel trucks in the important long-haul segment, as it sets new standards in terms of cost-effectiveness for our customers,” says Karin Rådström, CEO Mercedes-Benz Trucks.

“It also offers huge potential for reducing CO2 emissions. I am convinced that this truck will define the new benchmark in road freight transport.”

Three battery packs provide the eActros 600 with an installed total capacity of over 600kWh while two electric motors integrated with the new e-axle generate a continuous output of 400kW, as well as a peak output of over 600kW. In addition to the tractor unit, Mercedes-Benz Trucks will also produce rigid variants of the eActros 600 right at market launch.

Mercedes-Benz Trucks says the vehicle and its components are designed to meet the same durability requirements as a comparable conventional heavy long-distance Actros. That means 1.2 million kilometres on the road over a period of ten years.

The batteries used in the eActros 600 employ lithium-iron phosphate cell technology (LFP) which offer long service life and energy storage advantages over lithium-ion batteries. The design target for the batteries of the production eActros 600 is to be capable of charging from 20-80% in well under 30 minutes at a fast-charging station with an output of about one megawatt.

Another key technology for the eActros 600 is the new e-axle, specially developed for use in long-distance haulage. It features several technical innovations for higher performance and efficiency with its architecture based on a system designed for 800 volts instead of 400 volts.

The eActros 600 will be produced on the existing assembly line at the Wörth production plant, parallel to and flexibly alongside diesel truck models. The electric drive components will also be installed at that site with the e-axle, high-voltage batteries and the front box, a complex technology module, mounted in several production steps.

Currently, the prototype vehicles are being built on the assembly line as close to series production as possible.

Truck & Driver | 15

Promotion valid on eligible purchases from 1st June - 31st August 2023 or whilst stock lasts at any participating Authorised Isuzu Truck Dealer.

NEWS

Left: Paul Chappel receives his Life Membership award from NRC CEO Justin Tighe-Umbers.

Right: John Baillie recognises the work of NRC board directors Steve Doughty and Robert Pascoe.

NRC honour for Pyramid founder PAUL CHAPPEL, FOUNDER OF AUCKLAND-BASED Pyramid Trucking is the recipient of this year’s National Road Carriers (NRC) Life Membership award.

The award, which coincidentally also celebrates Chappel’s 25th year of NRC membership, was made at the NRC annual meeting in Auckland on June 23.

“Life membership is an honour that the Association awards to a distinguished few who have demonstrated service to our industry that has gone above and beyond,” says John Baillie, NRC Chair.

“Paul joined the family transport business in Te Aroha as a young driver doing the night run to Napier, before eventually working his way up to the position of transport manager.

“Seeing an opportunity in 1995, in partnership with his brother Glen, Paul decided to start his own transport business. In 2001 Paul took on ownership of the entire business and has worked hard to continually grow the operation into the successful trucking business he has today.”

In 2010 Pyramid Trucking established its head office, workshop and storage facility in Wiri, South Auckland. The operation runs 24-hours a day supplying and transporting products associated with the meat processing industry and currently operates a high-profile fleet of around 25 truck and trailer combinations.

The fleet features innovative and clever design ideas that Paul and Jeff Mear from Fruehauf have developed to take full advantage of the current VDAM and HPMV regulations.

In 2004 Paul was nominated and elected to serve on the NRC board to which he later served as board Chair.

“During his tenure on the board Paul inherited arguably one of the most difficult periods NRC has had to endure. He successfully guided the association through this challenging time providing leadership and

direction during a period when tough and decisive decisions needed to be made,” says Baillie.

“Paul displayed a real talent for navigating the strategic landscape that lay ahead, demonstrating an ability to perceive the intricacies of complex planning and challenging situations without losing sight of the bigger picture.”

Paul led the recruitment of David Aitken as CEO, providing support and counsel as required in addition to representing NRC and OCANZ on the committees required to complete due diligence on two separate occasions to bring together the transport industry associations.

“Paul made a valuable contribution to the board during his tenure and continues to serve the industry by providing strategic counsel as required,” says Baillie.

“I have personally observed and admired his business acumen and his ability to take a high-level perspective, develop and implement a strategy empowering those around him to step up. Paul has a knack for bringing both grace and levity to a situation, traits which have undoubtably helped ease many a difficult conversation through.”

The AGM also acknowledged other members who have contributed both to NRC and the wider transport industry. Baillie recognised two past board directors – Blake Noble and Robert Pascoe – and retiring director Steve Doughty.

The event also celebrated two 50-year membership recipients – B Sokolich and Son Ltd and Tom Solomon. And 11 companies were recognised for 25-year memberships - Allied Publications Ltd, ABC Business Sales Ltd, B&B Freighters Ltd, Cox Transport Ltd, D&D Morar Ltd, Pyramid Trucking Ltd, First Rock Consultancy Ltd, GJ & GM Meyer Partnership, Glaston Developments Ltd, Empire Mart Ltd and Universal Drainage & Earthmoving Ltd. Truck & Driver | 17

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Inductive charging trial INROAD WIRELESS ELECTRIC VEHICLE CHARGING technology developed by Israeli company Electreon has been integrated for testing in a 50-tonne truck from small scale Dutch manufacturer GINAF. Electreon’s cutting-edge wireless charging technology allows electric vehicles to charge seamlessly while parked, idling, and on the move to effectively eliminate range limitations.

GINAF develops and produces special transport solutions based on DAF and Mercedes-Benz vehicles, including retrofits to electric powered propulsion.

The GINAF GE2121 (a modified DAF XF) ‘wireless truck’ has undergone testing on both Electreon’s stationary wireless charging station (charging while idle) and its dynamic Wireless Electric Road (charging while driving) in Sweden’s Gotland region.

“GINAF is very pleased with the results of the truck’s excellent performance on the world’s first public Electric Road: Electreon’s Smartroad in Gotland,’’ says Roeland van der Woude, GINAF CEO. “It endorses our capabilities as a flexible and qualitative alternative to OEMs, for transport companies that want to make their 7-50+ tonne trucks more sustainable.”

Wireless charging is considered a sustainable innovative solution for long-distance logistics fleets.

Electreon has developed proprietary inductive technology to charge vehicles dynamically (while in motion) and statically (while stopped).

NEWS

The GINAF GE2121 during testing on the Wireless Electric Road in Sweden’s Gotland region.

Eliminating range anxiety, and reducing battery capacity needs-making it one of the most environmentally sustainable, scalable, and compelling charging solutions available in the market.

“This is yet another example of Electreon’s seamless integration and capabilities in simple integrating onto any vehicle,” said Håkan Sundelin, Electreon Regional director of the Nordic countries.

“We are pleased to add GINAF to the list of companies we collaborate with. The cooperation with GINAF ensures that we are ready for large scale deployments and provide a solution for efficient and sustainable transportation.”

Electreon and GINAF are now poised to implement aftermarket installations on additional GINAF trucks, based on DAF or MercedesBenz chassis - and will be available for future Electreon projects, encompassing both static and dynamic charging capabilities.

In a further display of their commitment to electric transportation, Electreon and GINAF have joined forces with REARQ, a Swedish company specialising in circular economic practices - aiming to reuse current internal combustion engine (ICE) vehicles by converting them into EVs. Together, the three companies aim to drive sales of electric trucks in Nordic markets and lead the charge towards a net-zero carbon emissions future.

Lithium battery fire warning THREE FIRES – TWO OF THEM OCCURRING IN rubbish trucks – over recent months has seen the Hamilton City Council highlight concerns around the disposal of lithium batteries.

On Friday 30 June, a lithium battery caught fire in a Hamilton City Council rubbish collection truck. Smoke was discovered as the truck emptied its contents at the Lincoln Street Resource Recovery Centre.

In May, a square lithium battery caught fire after it had been disposed of at the Lincoln Street Resource Recovery Centre and in February, a lithium battery from a vape ignited inside a council recycling collection truck.

Recycling and landfill trucks compact the contents as its collected, and the pressure on the highly flammable batteries can cause them to catch fire and even explode.

Tania Hermann, Council’s Sustainable Resource Recovery Unit Director, said these instances are all too common.

“To have three of these incidents this year alone is really concerning,” she said “Lithium batteries, or appliances containing them, should never be placed into any of your kerbside bins. We encourage all Hamiltonians to consider the safety of those who drive the collection trucks and sort

through the rubbish and recycling, no one wants to be responsible for another person getting injured.”

Lithium is found in batteries from vacuum cleaners and other appliances, laptops, vapes, phones and scooters. AA and AAA batteries leach into soil as they corrode and should also be kept out of kerbside bins.

A lithium battery caused a fire in this Hamilton City Council recycling truck.

Truck & Driver | 19

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NEWS Inceptio installs its L3 autonomous driving system into DongFeng and Sinotruk models.

Autonomous milestone FORTY MILLION KILOMETRES OF accident-free trucking on China’s highways is the latest milestone achieved by autonomous driving technology developer Inceptio Technology.

Inceptio’s Level 3 (L3) autonomous heavyduty trucks have been in commercial operation since late 2021. This latest milestone underlines the safety and reliability of Inceptio’s full-stack autonomous driving solution, as well as its accelerating commercial uptake.

Working closely with Dongfeng Commercial Vehicle and Sinotruk, Inceptio has shipped hundreds of mass-produced heavy-duty trucks designed from the ground up for full integration with the Inceptio Autonomous Driving System.

Customers including Budweiser, Nestlé, JD Logistics, and Deppon Express have deployed Inceptio trucks across a nationwide line-haul logistics network in China.

Inceptio’s solution brings significant benefits to every segment of the freight hauling ecosystem. The company’s focus on mass production ensures that L3 autonomous trucks are sufficiently reliable for OEMs to produce and highly affordable for fleet operators to procure and operate, while its advanced technical features significantly increase driver safety and enable end-customers to receive goods at lower shipping costs.

“We are incredibly proud of the stellar performance record that Inceptio trucks have amassed over the past two years,” says Julian Ma, founder and CEO of Inceptio Technology.

“Across 40 million kilometres of commercial operations, our Inceptio Autonomous Driving System has achieved a highly satisfactory on-

time arrival rate for our customers with a perfect safety record.

“The Inceptio R&D team and the autonomous driving system itself are learning a tremendous amount from our fast-growing trove of operational data, and these insights will be invaluable as we speed up commercialisation of our L3 solution and continue to hone our driverless solution. We look forward to sharing these achievements with industry partners as we explore opportunities to deploy our cuttingedge technology globally.”

Inceptio has successfully mass-produced a fully integrated solution to power the next generation of autonomous heavy-duty trucks.

It says pre-loading its systems during the production process ensures significantly greater safety, reliability, durability, and regulatory compliance compared to an aftermarket approach.

With ‘safety first’ as its top design principle, Inceptio has collaborated with more than 50

industry partners to solve the most difficult challenges unique to the automation of heavyduty trucks, including much greater size, weight, reaction distances, response times, and variations in vehicle parameters.

The company’s innovation achievements include world-leading algorithms and Ultra long-range 3D sensing technology which holds the industry record with an error rate of less than 5% at a distance of 1,000 metres.

The core control algorithm sets a performance benchmark for the industry with an average lateral control error within 5.5cm.

Inceptio says its algorithms optimise fuel economy, resulting in 3-7% fuel savings over the most fuel-efficient human drivers.

Inceptio is looking beyond L3 autonomous driving and is at the cutting edge of developing fully driverless trucks. In 2022 it became the first company to receive a public road-testing permit for driverless autonomous heavy-duty trucks in China.

Budweiser is among the companies making use of Inceptio L3 technology in China.

Truck & Driver | 21

NEWS

The new UD Croner 4x2 tipper has a 280hp engine and 6-speed auto transmission.

Croner is ready to work A NEW FACTORY-BUILT MEDIUM DUTY TIPPER IS being introduced to the local market by UD Trucks NZ. The first shipment of the UD Croner PK 18 280 4x2 tipper has arrived in the `ready-to-work’ specification, which includes fitment of a highquality tipper body made by Steelmer. The Thailand-based bodybuilder and steel fabricator has been a supplier to domestic and export markets for over 15 years.

The 6 cubic metre tipping bodies are manufactured using a New Zealand class leading combination of 6mm thick steel floor and 4mm steel in the sides, door, and headboard. The new model tipper has a 15t GVM and 32t GCM. “The PK-18-280 Tipper payload capacity is an impressive 6,600kg. This

coupled with an extra 20hp and nearly 20% more torque sets it apart from other factory-built tippers available,” says Colin Muir, General Manager for UD Trucks NZ. A 7.7-litre six-cylinder Euro 5 powerplant developing 280hp and 1050Nm of torque is standard for the PK 18 280 along with an Allison 3000 six-speed fully automatic transmission.

Standard features include an air suspended driver’s seat, 6.5-inch multimedia display, power windows, driver’s airbag and daytime running lights.

“UD Trucks is known for its ultimate dependability and comfort.

When you add in the impressive suite of specs you will find that UD is the premium everyday option for those requiring ‘ready-to-work’ medium duty tipper solutions,” says Colin.

Features include a driver’s airbag (left) and 6 cubic metre steel tipper body.

22 | Truck & Driver

JOINS THE ACTION MANUFACTURING FAMILY Action Manufacturing Completes Acquisition of Transcold Group Limited’s New Zealand Operations and Assets.

Action Manufacturing Group is pleased to announce the successful acquisition of Transcold Group Limited, a prominent transport refrigeration supplier. The deal was finalised in May 2023.

New Zealand owned and operated for over 75 years. Action Manufacturing has the largest company-owned service network in New Zealand, including the largest range of locally manufactured and imported rigid bodies/trailers.

Both Fairfax Industries and Freighter are well-established within the heavy transport industry, offering unique trailer solutions to the New Zealand market such as, their frame-less, onepiece, molded trailers and structural chassis with removable skid-plates.

Transcold, established in 1976, has been a trailblazer in the refrigeration industry, manufacturing and installing their own brand of equipment, and as a distributor for Carrier Transicold and Dhollandia.

Currently, Transcold operates from

premises in Auckland and Christchurch, supported by an extensive network of service agents and conveniently located right next door to Fairfax and Freighter.

Chief Executive Officer of Action Manufacturing, Chris Devoy, said,

TRANSCOLD IS A LEADER IN NEW ZEALAND’S TRANSPORT REFRIGERATION INDUSTRY, PROVIDING QUALITY REFRIGERATION AND TAIL LIFT SOLUTIONS FOR TRUCK AND TRAILER VEHICLES FROM PREMISES IN AUCKLAND AND CHRISTCHURCH. THE BUSINESS IS COMPLEMENTARY TO ACTION’S OTHER BRANDS, FAIRFAX AND FREIGHTER, AND ENABLES ACTION TO PROVIDE CUSTOMERS A MORE COMPLETE SOLUTION FROM MANUFACTURING TO REFRIGERATION AND SERVICING.” Thanks to Action Manufacturing’s support, Transcold is set to open its

new facility in Hamilton, sharing space with Action. The acquisition represents a strategic decision to capitalise on the synergies between the brands.

The combination of expertise in the transport refrigeration industry and a strong presence in the heavy transportmanufacturing sector, offers a unique advantage, ensuring customers access to servicing, a broader range of transport solutions and the ability to leverage a larger buying group offering more competitive pricing.

Now, with seven sites, Action’s comprehensive network makes them an ideal choice for customers seeking top-quality transport solutions and reliable nationwide support. Transcold operates around the clock to ensure uninterrupted service. Call the phone number below, and their dedicated reception will promptly direct you to the appropriate person based on your product or geographical area.

With a fully trained sales team in place, Transcold is ready to provide exceptional assistance whenever you need it.

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Truck & Driver | 25

TYRE INFLATION SYSTEM ON Only available with ROR 17.5”, 19.5”, 22.5” Super Single fixed & steer axles

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There’s gold on the streets of Waihi as John Lockley begins a run to Auckland in his new Kenworth Legend SAR.

HE ROADSIDE SIGNAGE IN WAIHI PROCLAIMS THE south Coromandel town as being `New Zealand’s Heart of Gold’.

The Waihi gold mining history dates back to 1878 and with a slice of coincidence in 1992, gold also became the colours of Waihi-based Lockley Transport.

John Lockley says he is sometimes asked if there’s any connection between the choice of colour for his trucks and what his hometown is famous for.

The answer is no. Gold became the signature of his familyoperated transport company purely by chance, when John took delivery of a Navistar 8200 in 1992 - which just happened to be painted in factory Las Vegas Gold.

John took a shine to the precious metal look and since then the colour has been carried on a sequence of Internationals, rare hand-built Marmons, a Peterbilt and now Kenworth units.

The roll call of brands obviously underlines John’s love for ``old school” bonneted trucks and the latest Lockley addition is no different. As well as being something pretty special.

The Lockley fleet is now home to one of the Kenworth Legend SAR special edition models. Announced at the 2021 Brisbane Truck Show, the Legend SAR was created to celebrate 50 years of Kenworth manufacturing in Australia.

John’s Legend SAR, number 159, is the second to reach New Zealand and Southpac Trucks report 26 have now been ordered by Kiwi customers.

It’s the third in the Legend Series following the Legend 950 from 2015 and the Legend 900 released in 2017. The Legend special editions fuse together a heritage look with modern powertrain, performance and comfort features plus plenty of retro detailing. (see sidebar, pages ).

John already runs a 2018 Legend 900 which is approaching 700,000km of work and he says he moved quickly when the third of Kenworth’s Legend series was announced.

John’s key contact at Southpac Trucks has been salesman Scotty Haberfield.

“Just before Covid I was about to order a new T610,” says John.

“When Covid came along we canned that idea and I decided to build a new trailer for the other Legend.

“Then, quite a few months later Scotty said to me there was a whisper they were going to build a Legend Series SAR. I said to him `I’ll have one of those once they decide to do it’.

“We ordered one as soon as they released the news.

Unfortunately, Scotty took crook with cancer soon after that.”

John says Scotty has played an important role in his relationship with the Kenworth brand.

“Scotty has specced all of our Kenworths over the years. I think he’s more of a truck nut than we are,” says John.

“I order the basic stuff like the mechanical running gear and all of that and he [Scotty] finishes off the interior and all the gauges and that stuff. A lot of times you’ll forget about some of those things, but he’d throw them all in.”

And if a limited edition Legend SAR glittering in gold paint doesn’t catch the eye, John has added a few more personalised touches to a truck that really stands out from the crowd.

Named Gold Nugget Legend, the paint and graphics are something special while the additional stainless work on the truck includes a 150mm wide lower trim running around the base of the sleeper cab that tidies up the appearance.

“Clarke Engineering in the Mount [Maunganui] did the turntable and fitted up the guards and bumper for me, Glenn from Fleet Image in Te Awamutu did the painting and Darryl from Sign & Co in Hamilton did the signs,” says John.

“With the stripes and the sign writing I have clear over them because they last longer.

“The stainless and the lights were done by Chris Stanley at Southpac. Truck Lines at the Mount do some of my mechanical work, but we still do a fair bit of home maintenance at the yard.”

Truck & Driver | 27

406mm air cleaners feed the Cummins X-15 which is specially painted in beige on the Legend SAR.

Getting the truck on the road has been a lengthy process.

“The order was placed near the end of 2021. It turned up in New Zealand at the end of September `22 and it’s taken six or eight months to get the bloody thing prepared,” says John.

“The engineering of the turntable and the guards and all that sort of stuff – there was a delay in everything.”

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So, with the Legend spec and the extra detailing, has it been worth the wait to get what he wanted?

“Oh, shit yeah,” John says.

“I like the old traditional look. And they do stand out from the crowd. I don’t mind admitting it, we probably do go a bit overboard with the final bits and pieces.”

And he admits he’d dive even deeper into the options if the opportunity was available.

“I’d have Caterpillar motors if I could get Caterpillar motors,” he says.

“I prefer Cats. I only have one Cat left in my old `81 W924 – it’s got a C15 in that one now.”

John describes the refurbished W924 as “a hobby in progress for about 25 years. I’ve had it a couple days – since 1996,” he says.

“It’s done two or three million. The only thing that’s original on that old girl now is the chassis rails and the cab.”

The new Legend SAR becomes the sixth truck in the all-Kenworth Lockley Transport fleet. All are 6x4 tractors working with six-axle B-Train curtain siders.

Lockley Transport is very much a family business. John has identical twin daughters with Anna driving full time while Amy is no longer on the road, now she has a young family.

“It’s a family business. My second oldest daughter [Tracey] is the dispatcher and mum [John’s wife Irene] is the bean counter.

She pays the bills.

“I’ve only got two outsiders at the moment and I’m looking for another driver. I’d have six [trucks] full-time if I could get another driver. Four on set runs and a couple of floaters.”

Lockley Transport began about 40 years ago, and John’s choice of trucks has evolved in that time.

“I started out with Internationals – the poor man’s Kenworth – and then I had the Marmons. The Marmons were quite a nice truck too.

“It’s six Kenworths now. There’s a 404 I’ve got parked to one side at the moment. I bought that during Covid, just till this [the Legend SAR] turned up. It’s an automatic, so it’s not us.”

John’s `old school’ preferences definitely extend to manual transmissions. And its shared by Anna and Amy. “I remember them talking to Scotty one day about speccing some new gear and he asked them if they wanted automatics.

They told him where to stick the automatics. The girls are `old school’ like me.”

John will be 72 at his next birthday and says he sometimes thinks about cutting back his driving hours.

“But I still enjoy it. I reckon it keeps me alive and if I spent more time at home, I’d only be in trouble more of the time,” he says.

“You’ve got to be passionate about what you do, otherwise you wouldn’t work like you do.”

The day we select to test the new Legend SAR turns out to be full of challenges. John is forced to change plans at the last minute to cover for a driver who has been sidelined with food poisoning, so we get to make a trip to Auckland and the first part of an AucklandWellington run.

There are some intense squalls thrown in the mix, and we get caught in Southern Motorway chaos caused by a crash which leads to two hours spent at a crawl.

First up we make an unloaded run from Waihi into Auckland where there are four pick-ups to assemble the general freight run to Wellington.

“We run Auckland to Wellington, general [freight] down and timber back is the majority of our work. Five days a week, Auckland, Palmy, Wellington – that’s our run,” says John.

“Going south we generally run pretty light. The heavier loads are coming back up. I haven’t bothered with the South Island. You lose too much productive time going across to the South Island.”

On the run to Auckland the plan changes a couple of times as John is updated by Tracey running the dispatching back in Waihi.

We end up visiting Onehunga, Panmure, Airport Oaks and Wiri before crawling south mid-afternoon.

From top: Classic layout of gauges and switches… Leather trimmed 50-inch sleeper… Signwriting was completed by Sign & Co in Hamilton… Forestaire fitted the Autoclima Fresco battery-powered air conditioning system.

Truck & Driver | 29

Celebrating energies that unite us.

TotalEnergies, Official Sponsor of Rugby World Cup France 2023.

Above: John and Irene Lockley now operate an exclusively Kenworth fleet.

Below: The Lockley Legend SAR is build number 159 and `Heart of Gold’ is a touch requested by John and Irene’s daughters.

John won’t be the full-time driver of the Legend SAR, but he is making sure he gets to run-in the new truck.

“It’s only done 6,800km but it’s probably only done a couple of thousand kays of actual work. I got the first 5000km service done early just to get it out of the way.

“I’m not going to be the full-time driver. One of guys who is driving the T409s will come onto this one when the new trailer is done.”

The new trailer to partner the Legend SAR is a Fruehauf six-axle B-Train due for mid-July completion.

“It’ll be identical to the one behind the other Legend. A six-axle with straight through decks. I build them all like that, the straightthrough decks are quite good,” says John.

“This one [behind the Legend SAR] is our oldest trailer, a Roadmaster which usually goes behind our old W924.”

“This trailer will then move back to the old W, but there’s

Truck & Driver | 31

Running through the rain in the Karangahake Gorge.

another new trailer on the way January or February next year. So, this one has still got a bit of work to do, then I’ll move it on.”

During the `running in’ process John says he’s been impressed with the Legend SAR. “It’s magic. It’s a comfortable truck to drive and I’m impressed with the way it rides. It’s on a par with the SAR 409s.

“There is air suspension on the cab and the sleeper and 460 airbag rear suspension. It soaks up the bumps. There’s just a little bit of cab-over roll with the airbags but it’s very comfortable.

“It’s got bloody good visibility and it’s an easy truck to place on the road with really nice steering.

“The sound proofing in these new ones is pretty good. On my old 924 I’ve done some insulating on it and it’s still a bit noisier than this one.

“I think Kenworth Australia have put a lot of work into the latest models trucks to reduce the amount of noise.”

So, does John think it’s the best truck he’s driven?

“You could probably say that. The 409s and this one are quite a nice truck,” he says.

“But I quite like the whole lot of them. I’m a bit a nut case you could say. It helps to be in this industry.”

But running top quality gear has also been good for Lockley Transport.

“I probably spend too much on them, but to me presentation goes a long way in any industry,” says John.

“If you don’t present yourself in reasonable looking machinery, people don’t want to know you.

“And I say to our drivers, if the customer looks inside and sees a mess in the truck, they think you will treat their freight the same way. So, you have to keep them clean on the inside as well.

“If you were an accountant, you’d be a fool not to have a Japanese truck because they are cheaper to buy. You’ve got to be a bit bent to have this type of gear.

“But the thing I like about a Kenworth is it holds its value. If you look around a European truck, the cab and the chassis have got a use by date on it. And it costs an arm and leg to repair them.

“The thing with a Kenworth is you can spec it and it will suit nearly all applications. The chassis rating on this one is nearly good enough for heavy haul. They sell themselves.

“The really annoying thing these days is Land Transport wants the transport operators to have good gear and to keep It up to a high standard but look at our roading. It destroys our gear.”

So far John says he hasn’t had a lot of comment from other drivers about the Legend SAR. It’s possible that despite its bold appearance it’s kept a low profile.

“If you park it next to a 409 SAR it’s almost identical. This one is about five or six inches taller, but we work mostly at night so people don’t really notice it.”

A Euro 5 spec 578hp Cummins X-15 powers the SAR Legend with an 18-speed Roadranger with Airglide 460 air suspension. The Meritor MT21-165GP axles have a 3.91:1 ratio.

“It goes exceptionally well, and it holds a good load in the high range,” says John.

Open road cruising sees 90kph achieved at 1450rpm in top gear.

“It’s the first Kenworth I’ve driven with a speedo that’s pretty accurate,” says John.

John reckons that 1500-1600rpm is where the Cummins is providing its full performance.

“It’s too fresh to get much idea of the fuel consumption yet. Give it another ten thousand kay or so, you might get a better idea. It’s not quite matching the other Legend.”

Around the city John’s smooth Roadranger shifting skills are to the fore and the Legend SAR is no slouch away from the lights and tight intersections, accelerating with a muted growl from the Cummins 15-litre.

When our final load is collected from Wiri and John tallies up the

32 | Truck & Driver

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paperwork to confirm the load weighs up at 16.2-tonne, making the total weight about 38-tonnes.

We spend a couple of hours at a crawl heading south and there’s plenty of time to look around the cab and talk to John about his spec choices and preferences.

There’s only one downside he sees to the Legend SAR. “The doors don’t open up to a very wide angle,” he says.

“And having an extra step looks a bit strange. At one time when I was a bit younger the extra step didn’t make much difference, but now with a bit of age and a crook shoulder I like it.”

The retro-theme cab layout is big contrast to the latest European models. It’s not the place you’ll find a soft-touch dashboard sweeping around the driver or a gently curved windscreen.

Nor are slippery aerodynamic mirrors or touchscreen multifunction displays any part of the Legend SAR recipe.

The dash is a slightly angled woodgrain fascia that’s home to an extensive array of gauges and toggles. I count separate nine gauges and 12 toggles across the main fascia. A lower extension on the dash is home to 12-volt and USB connections, a couple of cup holders and the toggle for the passenger side window.

The dash is a classic layout - left hand tacho and right hand speedometer either side of a slightly smaller exhaust pyrometer.

Off to the right are the fuel gauge, voltmeter and temperature gauges for the rear axles.

“You can spec what size sleeper you get, and we have standardised on a 50-inch for the work we do,” says John.

John says the 50-inch sleeper is comfortable and the Legend SAR is another of his trucks he’s fitted with an Autoclima Fresco battery-powered air conditioning system.

“Forestaire in Rotorua are the ones who fit them up. When you are parked up, you’ll be under the duvet in the summertime, they work that good.

“They are good value. This is the fifth one I’ve fitted to our trucks.

You just pull the curtain between the cabs it’s quite effective.”

John also has firm thoughts about conveniences such as fridges in his trucks.

“There’s a fridge under the bunk. With the cost of things now you’ve got to take your own stuff.

“But I’ve got them set back so the drivers can’t reach back and grab a drink. They have to stop the truck. It’s a safety thing - if you want something out the fridge, you have to stop and get it.

Once we are finally get clear of the traffic there is a glimpse of the performance the Legend SAR can deliver, making the uphill run from Ramarama to the Bombay off ramp in top gear. The pace only drops to 88kph at 1400rpm on the climb before John slows to join the queue at the top of the offramp where Hayden Woolston takes over for the next stage of the journey.

The way the truck looks on the pages of New Zealand Truck & Driver won’t last for very long.

While it’s been waiting for the new trailer to be finished, the Legend SAR has worked on a 44-tonne permit.

“Once the new trailer is here it will get 50-tonne permitted,” says John.

“Mum [Irene] wanted to do it that way [get a 50MAX permit from the start] but it was too shorter period. By the time the permit comes through the new trailer will be here, so I thought we might as well wait till the whole thing is done.”

Running at up to 50-tonnes with a new trailer will put the full capabilities of the Legend SAR to work. But so far John Lockley thinks things are literally `as good as gold with his new flagship.

“If you can’t appreciate a truck like this, there’s no point in having it. I like the classic look with the modern feel, and it drives exceptionally. I can’t really fault it.”

Truck & Driver | 35

What makes a Legend?

T

HE LEGEND SAR IS THE THIRD TIME PACCAR AUSTRALIA HAS reached back into its past to find the inspiration to create a modern classic.

The series of limited edition Kenworth tribute models began with the Legend 950 announced in 2015. Two years later the Legend 900 was released, and it was at the 2021 Brisbane Truck Show where the Legend SAR was revealed.

New Zealand enthusiasts got to see the Legend SAR in public for the first time at the Bombay Truck Show earlier this year.

The design of Legend SAR honours the history of the first allAustralian Kenworth truck, the W900SAR which went into production in 1975.

The W900SAR was the first Kenworth model designed specifically for Australia and was built at the Bayswater plant which opened in 1973. It was also the first Kenworth to carry the SAR designation, standing for ‘Short-bonnet Australian Right-hand drive’ to provide an identify that was separated from North American Kenworth models.

And the SAR name itself is a fusion of the W900AR and S2 models from the early 1970s. The W900SAR proved very popular because it could take the high horsepower engines favoured by Australian transport operators and still carry the maximum legal payload within existing length limits. It was also lighter than the AR and Kenworth’s cab-over model of the day, the K100.

The easily identifiable 1970s features carried over to the limited edition Legend SAR include the sloping bonnet and raised cab position, a configuration which had allowed the W900SAR to feature the first use of under cab battery and toolboxes.

To meet modern expectations, the Legend SAR makes use of the flat, split windscreen B-series cab to provide extra

headroom and seat travel, delivering greater levels of comfort for the driver than the original SAR. The two-piece windscreen has chrome trim, topped off with bulletstyle cab marker lights and dual round air horns.

Further versatility is provided with both 36-inch and 50-inch sleeper cabs being available in either flat roof design or the Aero 1 style, with a dovetail air deflector able to be fitted atop the sleeper.

And what sets the limited edition apart from standard Kenworth models is the unique specification and detailing.

Traditional doors and door handles complete with airlift windows are fitted and the bonnet is adorned with heritage Kenworth and Cummins badges. An anniversary edition red and gold traditional italic Kenworth bug proudly sits atop the authentically reproduced and iconic SAR grille.

Round 4-inch front turn signals on the crown of the wheel arch are a design detail reminiscent of the original SARs and there are sidemounted exhausts with a wraparound cover - just like the old SARs. The exposed chrome elbows and 7-inch curved pipes lend the Legend SAR a classic and commanding presence.

Another exterior feature is the traditional extruded aluminium tank steps running alongside the round fuel tanks while stainless rear guards and tail light bars are standard, as are black rubber mudflaps adorned with the traditional Kenworth bug.

The interior of the Legend SAR offers a premium specification with diamond pleat trim that has ‘Legend SAR 50th Anniversary Edition’ embossed into the rear wall and the door trims.

All of the Lockley Transport Kenworths are 6x4 units with six-axle B-Trains.

36 | Truck & Driver

There’s also a wooden plaque on the glove box lid to identify the unique build number of each truck.

A traditional Kenworth bug and Legend SAR logo is embroidered into the leather seats and there are stainless door opening scuff plates with the Legend SAR logo.

The gear lever of the manual transmission is topped with a retrotheme wooden gear knob featuring the original Eaton Fuller logo and a

stainless steel Legend SAR surround fitted around the sock.

A traditional flat dash layout with a woodgrain finish houses a full suite of handmade heritage style chrome bezel and white-faced gauges, featuring the traditional Kenworth bug. The toggle switches have backlit graphics and there is a four-spoke leather steering wheel.

The unique Legend SAR detailing extends under the hood with the Cummins X15 engine being specially painted in beige.

Truck & Driver | 37

T

HIS NEW ZEALAND TRUCK & DRIVER BIG Test has been a long time coming. In mid-2023 we are still seeing the effects of Covid-19 disruption to the supply chains, holding up new truck deliveries.

One example is this special Kenworth Legend SAR model, which was launched in 2021, right in the middle of the pandemic. The first ones are now here, and it has been worth the wait!

The latest in the Kenworth Legend special edition models is the third cab off the rank, following on from the Legend 950 (2015) and the Kenworth 900 (2017). The Legend W900SAR has been developed by Kenworth to celebrate 50 years of manufacturing in Australia, and also pays tribute to the first Kenworth model designed, engineered and built in Australia specifically for the Australian operating requirements.

Our choice for this test is long-time Kenworth owner John Lockley. His truck is the second of the 26 Legend SAR’s to be sold to New Zealand operators.

We catch up with John at his yard in Waihi and there is a change in plans due to another driver’s illness.

We are making a morning run

38 | Truck & Driver

to Auckland to pick up a few loads of freight for a regular run to Wellington.

After a day of disruption getting around Auckland and a horrific accident at Drury, our run south is delayed a few hours and my drive time is shortened. But I get my chance at the top of the Bombay Hill for the run south to Taupiri.

It’s hard not to get caught up in the looks of these Legend models that are a throwback to some of the brand’s most-loved traditional trucks. And with John’s attention to detail in setting up this truck, it sure does look good with the trademark Lockley gold fleet colours and the chrome and stainless add-ons.

As I climb up into the cab the door opening is very tight as it does not open to anything like 90degrees, and you

Hayden Woolston

• SPECIFICATIONS • Kenworth W900SAR Legend 6x4 Engine: Cummins X15 in-line sixcylinder (Euro V) have to climb the steps on a slight angle. But once in the cab it’s a classic Kenworth feel with a woodgrain dash filled with gauges and switches everywhere. The fit out of the leather trim in the cab and the sleeper is very cool.

While much of the appeal is the throwback design, it becomes apparent really quickly that Kenworth hasn’t sacrificed driver comfort to achieve classic look they have. You have a top-ofthe-line ISRI seats and air suspension on the cab which does give a very nice ride.

Once I’m set up and heading south, I find that I’m either getting the hang of this Roadranger box or its very forgiving. Either way I’m getting through the gears and negotiating the roundabout at the top of the Bombays and the 5pm traffic with ease. In no time the 578hp Cummins X-15 engine has us

at 90kph as we hit the motorway.

As we head over the top of the Bombay’s the descent has me select the second stage of the Jake break. I was just a half a gear down from the top of the `box where I should have been a full gear down so as to not need the brakes on the way down. As we hit the bottom John mentions from the passenger seat that if his daughters were in the truck I would be fired. We have a laugh, and he goes on to say that he gets in trouble too. I am well aware of the Lockley girls driving history and reputation, and I would be wise to listen to them.

As we carry on our way to Taupiri the Legend SAR rides very comfortably, with minimal reaction from the ride and steering over the bumps in the road. The noise levels in the cab are very good – I can hear just enough of the Cummins X15 engine note but also have a good chat with John as we travel on.

The view from this office is not bad at all with the bonnet sloping away becoming almost nonexistent from the driver’s seat and even the big drop visor doesn’t impact the vision.

This truck is very easy to position on the road with nicely weighted steering it’s just a cruise but to be honest it’s just the expressway for this drive.

It’s not long and I indicate for the Taupiri exit and hand the truck back to John.

I’m looking forward to seeing the rest of the 26 SAR Legends go on the road in different fleet colours and to see how the other owners put their subtle individual touches to them.

Capacity: 15-litres Maximum Power: 431kW (578hp) at 1800rpm Maximum Torque: 2508Nm (1850 ft-lb) at 1200rpm Fuel capacity: Diesel 2 x 450 litres, AdBlue 170 litres Transmission: Eaton Fuller RTLO22918B 18-speed manual Ratios: Low L – 14.40

Low H – 12.29

1st low – 8.50

1st high – 7.30

2nd low – 6.05

2nd high – 5.16

3rd low – 4.38

3rd high – 3.74

4th low – 3.20

4th high – 2.73

5th low – 2.29

5th high – 1.95

6th low – 1.62

6th high – 1.38

7th low – 1.17

7th high – 1.00

8th low – 0.86

8th high – 0.73

Reverse – Low R Low 15.06, Low R Hi 12.85, Hi R Low 4.03, Hi R Hi 3.43 Final Drive ratio: 3.09:1 Front axle: Meritor MFS74 (7.3t rating) Rear axles: Meritor MT21-165GP tandem drive with differential cross lock (20.9t rating) Brakes: Front and rear drums with ABS/EBS and Brake Assist System Auxiliary brakes: 2-stage Jacobs Front suspension: Tapered leaf spring with stabiliser bar Rear suspension: Airglide 460 air suspension GVM: 28,000kg GCM: 92,000kg

Truck & Driver | 39

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5/26/2023 11:24:22 AM

Driving the economy

State Highway 25A on the Coromandel has been closed since February and won’t open until next year.

Transport will be a major election issue O

by Dom Kalasih Interim Chief Executive Ia Ara Aotearoa Transporting New Zealand

NCE AGAIN, EXTREME WEATHER ON the North Island’s east coast has highlighted the fragility of New Zealand’s roading network, with more road closures and question marks hanging over the viability of some highways.

State Highway 25A on the Coromandel remains closed and won’t open until next year. Roads around the country, particularly in Northland, Gisborne, and Auckland, are coming under pressure due to the increasing frequency and severity of extreme weather events.

Crucial decisions will need to be made about investment in the roading network and what projects get prioritised. We constantly hear from our members about the continued poor state of roads around the country. Something needs to be done.

We need to build more resilient roads.

The resignation of Transport Minister Michael Wood under cloud has thrown the government into disarray – right at a time when transport has never been more important. It’s not just roads; other issues include the reliability of the Cook Strait ferries (a continuation of State Highway 1), and how to reduce

emissions from heavy transport.

Whoever wins this year’s general election will determine the future shape of our transport network for some time. All we can predict is that it is highly likely that we will either have a centre-left or centre-right coalition. Either it will be LabourGreens-Te Pati Māori or National-ACT. Whatever your politics, we can all agree there are no easy fixes to New Zealand’s transport systems. Nevertheless, we have come up with some suggestions and are urging political parties to commit to them. Transporting New Zealand’s Road Transport Industry Platform for the 2023 General Election sets out five policy priorities: people, productivity, safety, decarbonisation, and resilience (for full details, see our website: www.transporting.nz).

This election platform represents the views of our members, and focuses on realistic and pragmatic policies and projects.

Some of the specifics include: • An inflation-adjusted and real term 10% annual increase in roading maintenance budgets each year for three years over the life of the next Parliament to allow a catch up in Truck & Driver | 41

Driving the economy

improving the state of our roads; • A targeted approach to speed management in high-risk areas, rather than blanket reductions; • A partnership with industry to boost engagement in the Road to success traineeship and driver qualification, to develop our local workforce; • Accelerated tax depreciation for low and zero emission vehicles, including Euro 6 and high Transporting New Zealand is calling on political parties to get behind the Road Transport Industry Platform for the 2023 General Election.

productivity motor vehicles.

A Changing World, Transporting New Zealand’s annual conference, held at Lower Hutt’s Event Centre in June, provided an opportunity to hear from the politicians.

Independent economist Cameron Bagrie also spoke about the economic headwinds and challenges that will face whomever gets to form the next government.

I am pleased the current government has made a commitment to roading. Finance Minister Grant Robertson’s “no-frills” Wellbeing Budget, which he delivered in May, dedicated $279 million of funding specifically to improve the resilience of the state highway network. This funding is on top of the $71 billion set aside for broader infrastructure upgrades over the next five years and the $475 million dedicated to rebuild road and rail links following the storms and cyclones that impacted the North Island.

However, there is much more to do as part of the State Highway Resilience Plan and yet we don’t really know how government plans to deliver on it. Make no mistake: Cyclone Gabrielle, as devastating as it was, will not be the last high-impact severe weather event we experience and it is likely such events will become more frequent in the foreseeable future.

We are keen to hear more about the planning going into coping with these events as well as seeing the government and Waka Kotahi actually walking the talk when it comes to delivering on projects.

Another Budget 2023 initiative I’m also extremely supportive of is the new fund to provide grants towards the purchase of lowemissions heavy vehicles. It’s hoped the $30 million fund over three years will result in 500 low-emission heavy vehicles hitting the road in New Zealand. It also fits within the provisions of our Green Compact, which is our roadmap for decarbonising commercial road transport by 2050.

I encourage everybody in the transport industry to explore the transport policies that each political party is presenting and whether or not they are what New Zealand really needs.

New cost model to assist transport operators There’s no doubt that keeping costs under control is a big priority for all of us, not just the government.

From June 30, RUC has returned to earlier levels as the government’s Transport Support Package ended. Although not all road freight industry groups supported the approach, Transporting New Zealand led calls for an extension of the package. The fact government ultimately heeded our call, extending the relief package not once, but three times, indicates to me that it was beneficial to NZ Inc. and clearly that vindicates our approach.

While we would have preferred to wait until inflationary pressures eased some more before ending the discount, we are realistic and never expected this subsidy to continue forever. It appears that inflation may now have peaked.

Fuel prices have come down from pandemic highs.

Nevertheless, the rising cost of living remains a big issue. As an industry, we have our own work to do in managing costs. This is where the new Transporting New Zealand Cost Model can offer real practical help to members.

Our Cost Model is one tool in our programme to increase financial literacy in the sector and make people’s businesses more successful. Regional and Sector Manager Mike McRandle and his team have been working hard on this project and will continue to work hard on rolling the Cost Model tool out to industry.

Improving the industry’s understanding of its cost pressures is an important structural change that will make a real difference to road transport businesses – which literally keep the economy and communities running.

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

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

Dom Kalasih, Interim Chief Executive 04 471 8285 • 027 441 4309 Dom@transporting.nz Mike McRandle, Regional & Sector Manager 027 556 6099

www.transporting.nz 42 | Truck & Driver

Keith McGuire, Regional & Sector Advisor Upper North Island 027 445 5785 John Bond, Regional & Sector Advisor Upper South Island 027 444 8136 Jim Crouchley, Regional & Sector Advisor Lower South Island 027 261 0953

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Rubbish Direct relies on a fleet of NPR and FSR Isuzu models.

NE THING THAT’S NOT RUBBISH ABOUT RUBBISH Direct is its service. In fact, that’s the one thing that sets this company apart from its competition in the waste collection game – the quality of its service.

Rubbish Direct’s attention to detail is evident in the cleanliness and uniformity of its Auckland-based fleet of 45 compactor rubbish trucks. They look very neat lined up and while that’s not how most customers will see them, their clean and tidy appearance isn’t going to drag down the tone in their frequent visits to high-end apartment buildings, restaurants, hotels and commercial buildings.

While it might be hard to accept at face value, Rubbish Direct owner Mark Smith says he doesn’t believe he has any direct competitors in the rubbish collection and disposal game, as vast as that must be in a city of 1.7 million people.

Customers are even prepared to pay more for the services provided by Rubbish Direct because, says Mark, they deliver something other providers don’t, or can’t, or won’t. And while there are many manifestations of that advantage in the way they work, Mark says that one thing is “integrity”.

While that claim might look like a fairly broad swipe at the competition, Mark’s explanation stacks up.

Apart from organic waste there are two other main types of rubbish; general rubbish destined for landfill and recyclable rubbish. There’s a reason they are separated at source and go into different bins. It’s way too hard and messy to separate them later, once they have been in the same bin. And that’s why Mark sends two rubbish trucks to most of his customers.

“Our industry is perhaps not the most – what’s the word I’m looking for – integrity might not be the main driver of a number of operations,” says Mark. “We know a number of our competitors will put the rubbish and the recycling in the same

truck and say that they are going to sort it out later, but we know that’s never going to happen.”

Of course, sending only one truck and driver halves the operational cost for competitors, so they can offer a cheaper price. However, once customers who actually want their recycling to be recycled understand what’s going on, they see the value in Rubbish Direct. There’s compelling reasoning behind Mark’s version of events.

Mark offers 365/seven day a week collections because that’s what they need. Mark says a number of customers would not survive without it. Rubbish Direct sorts, compacts and bales recycling at its own plant, also seven days a week.

However, the one large commercial recycling centre in Auckland which receives council recycling collections doesn’t run on weekends or public holidays. That means the other collection companies would have to empty out their trucks, sort out the recycling from the general rubbish, reload and take the general rubbish to the tip, and store the weekend’s recycling rubbish somewhere. Then they would reload that onto another truck and send it to the recycling plant on the Monday. As the Tui lads say, yeah right. Or as Mark says: “We know there’s a number of things that go on in our industry that aren’t quite what you’d like to think happens.”

While that integrity is enough to win some customers, offering practical solutions is even more effective. Mark tells his sales staff that if there isn’t a problem to fix, they should move on. However, some customers might not recognise their own problems, at first. He says the big low-cost operators want to install the largest possible bin and empty it as infrequently as possible. A 3cu m bin usually takes up a whole carpark, which Mark says even a few years ago was valued at $80,000.

“So, $80,000 carpark versus a cheaper bin?” He laughs.

Truck & Driver | 47

Above: A load of recycling is put onto the conveyor for sorting at the depot.

Below: Edward Narayan does a recycling pickup in Kingsland.

Opposite Page: Siota Tuivaiti completes a pickup at the Pullman Hotel (top pic) and from an apartment complex in the Waterloo quadrant (lower pic).

48 | Truck & Driver

“A lot of building managers think their rubbish process is probably okay. ‘You wouldn’t like it emptied seven days a week and have one small bin instead of that bloody great thing emptying once a week? Does it smell? Does it leak?’” Mark laughs again.

“Oh yeah! It stinks in the summertime and yeah it’s got holes in it and its all rusty and the shit leaks all over my carpark!”

Rubbish Direct went to one large commercial property that had a massive compactor sited next to the managing director’s carpark. “It would leak this shit out right next to where he parked his car. Obviously that wasn’t a very difficult one for us to get,” Mark laughs.

Mark is also happy to show as well as tell. This works in his favour, especially for professional organisations who want to see sustainability being practised in their supply chains.

“They will have a look at what we’re up to and want to go and have a look at everybody else as well but maybe everybody else will say no you can’t come and have a look at our stuff, it’s a secret, or whatever – there’s some reason why they can’t go and have a look.

“Well, we say this is us. It’s not that flash but this is it. And they actually quite like that openness and that honesty. While we might not be the flashest thing in the world, it’s real.”

We were talking in the upstairs boardroom of Rubbish Direct in Glendene, Auckland. A picture window into the processing plant overlooks the team working on the elevated conveyor belt sorting line. The recycling compactor trucks empty out on the ground floor. A forklift loads the rubbish into a big hopper which feeds it out onto the raised conveyor belt where a dozen people standing on a gantry on either side of the belt sort out the glass, paper and cardboard and different types of plastic, dropping them into big nylon bags. The contents of those bags are then loaded into another compactor in the room next door which compresses them with a pressure of 80 tonnes. Then they are baled and stored for shipping to different processors.

You might remember a couple of years ago news items about New Zealand’s recycling having to be stockpiled after China suddenly refused to take any more. That problem has been only partly resolved.

“At the moment we’ve got a few local companies that are taking stuff. The clear PET can go to a company in Wellington which makes things like strawberry containers. There’s a company out in East Tamaki who take all of our milk bottles and they make slip sheets that go into containers.”

However, New Zealand doesn’t have the infrastructure itself to be able to process all the plastics we produce or use, so some still has be exported. Rubbish Direct uses commodity brokers based in Australia who have contacts in the global plastics reprocessing industry.

“The only one that’s still a real challenge is mixed plastics, so it’s coloured PET and polypropylene and those other grades.

There’s not a huge volume so it goes into one bale. We wait until we have enough to fill a few containers. The last lot went to Malaysia. They obviously have enough volume to do something with it.”

The yard at the back has bales of compressed plastics being readied for transport, and shipping containers waiting to be filled. Mark’s vision for the company is to grow it large enough to take on more of that reprocessing. As he says, rubbish is just a resource that’s in the wrong place.

The company has been at its current site since 2006 and it is now a tight fit. It bought a site at The Concourse in Henderson five years ago but, after various holdups, the sale has just Truck & Driver | 49

Winter work for a Nupin Distributors K Series.

Mark Smith bought his first rubbish compactor truck in 1999 and has been the sole owner of Rubbish Direct since 2015.

gone through, giving Rubbish Direct the chance to create a purpose-built facility on a site roughly twice the size at just over a hectare. The biggest benefit will be its proximity to the motorway, saving considerably in driver time, as it often takes 15 minutes or more to reach the current site from the motorway.

As Mark says, the current plant is not flash but fine furnishings won’t work for people in grubby overalls. The chairs were salvaged after they had been put out for recycling.

Mark says it’s quite spooky but it’s often the case that as soon as you think of something you need, in the next day or two, the recycling provides.

Chairs don’t fit in bins but, in line with doing whatever the customer wants, Rubbish Direct will send along a box body truck to collect awkward loads left alongside bins. They also find some unusual things in the rubbish – including bags of dope and even big bags of cash. Mark says it’s actually not unusual for customers to call and say someone had been storing something in the rubbish bin and now it wasn’t there.

“A jeweller apparently left a whole bag of diamonds on top of a wheelie bin and wanted to know if we’d found it – well the driver was still here so he hadn’t gapped it for Rarotonga.”

Mark chuckles and his laugh often punctuates our conversation. The company, which currently employs around 100 staff, seems to be a happy place. We had walked through the kitchen and lunch room earlier filled with inviting smells from a row of slow cookers waiting for staff members working up an appetite on the sorting line, at the compactor, bailer, in the truck wash bay, workshop, in the sales office, or on the 50 | Truck & Driver

trucks returning to base.

“For us it really started when the whole Covid thing happened because a lot of our people lived out of the lunch bars around the place and of course when the Covid thing all happened all the lunch bars were closed. So I went and bought six big slow cookers and I would cook it all up here on this table,” Mark says.

“And then we carried on doing it and carried on doing it and so we did up another room and turned that into a kitchen and got someone who’s a better cook than me to do it.”

Finding and keeping good staff is a key focus for the company. Each year 10% of the company profit is divided among staff who have worked there for the past year, and staff receive $5000 after each five-year anniversary with the company. Mark says he has a driver and the logistics manager have both been with him for 16 years.

Some of these initiatives Mark says he unashamedly copied from Mainfreight. “We were very fortunate to have Craig Evans from Mainfreight come and spend quite a bit of time with us and give us quite a few ideas.

“We looked at other businesses that we thought were doing things right so we reached out to Mainfreight and as it happened Craig for some reason came back to us. He came here and sat in this room. It was quite bizarre – he says he gets lots of these requests and he’s too busy to do them and for some reason (Mark laughs), he came and saw us. So we were very fortunate. We keep him up to date and we developed the kitchen, again stuff we copied from Mainfreight.”

Mark says it takes about six weeks for a new driver to learn

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Shalendra Kumar loads up his compactor truck in Grafton.

Rubbish Direct’s workflow software has been designed in-house the job. While they might be on the same run each day, the actual routes and premises visited are different every day of the week. One customer might want a bin emptying every day but 50% of the customers might be different on the second day, and the next, as Rubbish Direct picks up rubbish as and when each customer wants.

“So when the customer says jump and we say how high and they say we only want our rubbish picked up after 10am, we say no problem – but our competitors are going to struggle to get to that level of granularity.”

In a day, trucks in the central city often do two sweeps to hit the right time frames making, typically, 80 stops and emptying 400 bins in an area that might be only 2km across.

Drivers have a tablet setting out each run’s route each day with any new or special requests highlighted.

I’d assumed tools like Google Maps would be useful for route

planning but no – Rubbish Direct’s workflow software has been designed in-house by contract developers. One of the key reasons is that they only want trucks turning left and collecting on the left. They only turn right at traffic lights.

Even then, congestion and roadworks often mean the planned and actual routes can vary, and there is constant interaction to streamline and update the process. “We are always going why did that happen, and why did that happen?” says Mark.

Mark says growth in the business has been relatively steady since day one. He says if growth slowed it would be a sign he was doing something wrong. Even when he has had to put up prices – the cost of landfill rose a hefty $20 a tonne this month - he got just two customers pushing back out of 2000.

Mark says even when communicating price rises, he gets more messages of support than complaint.

Truck & Driver | 53

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Rubbish Direct does its own maintenance work in-house and has a roller brake tester installed in its workshop.

Mark arrived here from England in 1993 – his mother was a Kiwi – and got into selling cell phones. He was a manager at Telecom when he decided to help out a friend who wanted to start a business, actually buying the friend his first compactor rubbish truck in 1999. They worked together building the business until 2015 when Mark became sole owner.

The turning point that set the direction for the company came when they won a contract for the Hyatt hotel. It wanted glass recycling collected quietly, which meant not tipping bins into the back of a compactor truck. They bought an Isuzu boxbody truck with a tail lift to collect bins and replace them with empty ones.

It set up a model they used successfully for a host of hospitality clients in Auckland’s CBD until that business ground to a sudden halt during Covid. It wasn’t as bad for Rubbish Direct as it was for the bars and restaurants ordered to close but overnight it lost 40% of its business. Mark says they managed to retain staff using subsidies, annual leave and shorter hours but they also restlessly looked at reshaping the business.

The bar and restaurant businesses, which produce a lot of glass, are coming back but since Covid Rubbish Direct has found it can still collect most of this with compactor trucks, reducing the need for box bodies.

“What we have found largely is that the apartment recycling helps cushion the glass. We get a lot of cardboard, plastic and milk bottles from them and we don’t overcompact the stuff, so it retains the integrity of the glass. We were actually quite surprised. So it changed how we operate quite significantly.

“Where we still have customers that have large volume of glass only we’ll go and pick all that up in a box body truck.

“We’ve actually got just the two models,” Mark says.

“There’s the NPR which is the boxbody and there’s the FSR which is the compactor. They are all Isuzus. You look at them all and within a little bit they all look exactly the same.”

Having one truck throughout the fleet simplifies maintenance.

“If we’ve got one type of truck it’s easy to have a spare engine on the shelf and spare gearbox on the shelf. We can have spares for whatever it is because we’ve only got one truck to have spares for.”

Mark says they don’t have a replacement strategy yet and he is just beginning to wonder when the right time to replace the older trucks in the fleet will be.

“I’ve just got rid of the first trucks I started with which were 1994 import Isuzus. We started buying brand new vehicles in 2005.

“The oldest compactor that we’ve got now is 2008, so that’s 15 years old and still going strong. We repaint them, we reline the body and bowl. So I’m still figuring out what makes sense. Of course the cost of new ones is going up and they will only do the same work.

“Maintenance hasn’t really ramped up. We do really low kilometres but lots of hours. A truck might only do 100 kays in a day but it will do 10 hours of engine time just running the PTO. I don’t know if it’s an Isuzu reliability

Above: Long serving driver Michael Makene (left) checking route details with Logistics Manager Neemia Seko.

Below: Edward Narayan completes a pickup in Eden Terrace.

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Truck & Driver | 55

Karamveer Singh delivers a load of recycling to the depot for sorting.

thing but we don’t seem to have any issues with engine wear or that sort of thing on those new vehicles.”

The trucks also run fairly light at no more than 11 tonnes.

“We’ve only had one that’s been a problem. The turbo had an issue and it started running on sump oil and the engine ran away with itself. We couldn’t stop the damn thing and it just ran flat out until it ran out of sump oil! Of course, now I know you can pull the air filter off and stuff a rag in there and choke it - but we didn’t even get it reconditioned. It ran for another 170,000km before it finally gave up,” he laughs.

“That was what prompted me – I thought I’d better get a spare engine in case that happens again and to date we’ve never used it.

“I guess that what diesel engines are really good at - 1200 to 1500 rpm is enough torque to keep the PTO going but it certainly doesn’t seem to stress the motor. They seem to go really well, so I’m guessing the thing that will start to nail them will be rust but we’ve got an engineer that does all our bodywork, rust, so, at the moment, fingers crossed it’s all going good.

“I guess because we’re doing the maintenance on our own trucks we probably look after them a little bit better but certainly you know, a vehicle at 15 years old is still what we would call a good vehicle.”

Rubbish Direct employs its own mechanics, doing all the work inhouse, even to the extent of having its own roller brake test machine installed in the floor in the workshop bay.

Mark has always bought Isuzu vehicles, getting a Fuji Heavy Industries compactor installed in Japan, a combination 56 | Truck & Driver

he said was, and still is, vastly superior to other models available here. He now buys the combination from local agents Robertson Isuzu in Palmerston North. EnviroWaste and Waste Management have followed suit and are also buying them from Robertsons.

Externally, the trucks have changed very little over time which helps Mark maintain the fleet’s consistent appearance.

“We’ve had minor upgrades in the truck which is really around emissions control and that sort of thing – we’ve gone from Euro 3 to Euro 5. We’ve had things like DPFs come in, but really very little has changed.”

Mark did consider other vehicles at one point and checked some out. “I took one for a drive and I thought oh yeah it doesn’t have power mirrors and it doesn’t have an air thingy seat in it so the guys aren’t going to be as pleased driving that as they are with what they’ve got now. It just didn’t seem to be as nicely specced. I mean our guys spend 10 hours a day in those trucks and I would like for them to be as comfortable and luxurious as possible because that’s their office, and if I was doing that I’d want to have a nice office.”

Mark would prefer to give each driver his or her own truck but the trucks work seven days while the drivers only do four or five. He is keen for the drivers to keep them clean inside out of respect for their colleagues and their customers and if an issue is raised he will have a word. He is very keen that everyone lives the company values, one of which says everybody is in the marketing department “and that includes our trucks and bins” says Mark, with a laugh.

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Keeping us moving W

ITH DECADES OF EXPERIENCE IN bulk petroleum transportation and their uncompromising attention to safety, Tranzliquid Logistics Ltd. Greg Pert and Jackie Carroll do more than enough to keep the NZ transport industry moving. But it’s their ‘we’re ruthless with our standards and gracious with our people’ mantra that makes them this month’s SouthPac legends.

It’s estimated that when it comes to freight, 93% by tonnes is moved by road in NZ and if Road Transport is the lifeblood of the economy, then with their fleet of Kenworth’s delivering fuel from most terminals in NZ, their family owned and operated business Tranzliquid are arguably a lifeblood behind the transport industry.

Greg says that his interest and passion for the trucking industry began while he was still at school.

“I was living in Wellsford and friendly with the daughter of Rodney & Otamatea Transport. So, during school holidays, I used to drive a little J1 delivery truck, assist in loading stock, and do other general freight duties, anything I could do to help them

58 | Truck & Driver

Greg Pert & Jackie Carroll in those early days. It got me interested in transport and it gave me some spending money.”

From there Greg did an OE stint overseas, before returning in ‘78 and taking up a position at Dales Freightways in Auckland.

“I thought I’d work there for 6 months and see how things went.”

To say he was a little green at the time would be an understatement and Greg himself says that when he came to Auckland, he ‘had no idea’.

“In those early Freightways days, being a farm boy from Kaiwaka I was nicknamed Farmer Brown,” he recalls with a smile.

Greg was evidently a quick learner, and at 21-years old (normally you had to be 35 and married), he transferred to Freightways Bulk Services – and that’s where he learnt the tanker business.

“Back in those days I worked a lot under Alex

Carpenter at Dales and Brian Mountjoy at Bulk Services and those companies were ahead of their time. They were very good at training, and I really relished that opportunity,” Greg remembers with fondness.

Tankers, “It was something that I liked, and it was more financially rewarding at the time.”

The Freightways businesses undertook a period of change, and they offered up their equipment to potential independent operators, Greg jumped at the chance and he and his R Model Mack (Freightways #15 that was renumbered later #104 or Ten4) T/A Tranzliquid. However, not Tranzliquid Logistics Ltd just yet.

While this was all happening, Jackie Carroll started out doing safety and compliance as a Dangerous Goods inspector in the early 1980’s, before moving to Du Pont, at their hydrogen peroxide plant in Morrinsville. According to Jackie, Du Pont had a variety of programs back then and one of them was a Distribution Safety Program and that’s where her interest in the transport industry began.

Jackie soon moved up the ranks in Du Pont. “And I got involved with the Asia Pacific distribution safety team and did some cross auditing, which meant that I got more involved with Asia Pacific and Transport Industry standards and what’s required with the legislation and compliance for dangerous goods transport” says Jackie.

As the years progressed Du Pont changed their NZ structure and Jackie started to do some hazardous substance and H&S advisory work.

In 1999, Greg says that he was still an independent operator but recalls that the industry was going through a fair amount of change, Fluidex then was owned by Freightways and was sold to Tony Galbraith and Ian Hobbs.

“I moved on and Jackie and I moved back to Auckland where Jackie was consulting. I did odd contracting at places like BP carting LPG, and Petroleum products. I took up a contract working with BOC gases as an independent operator and while I was there on a break in Fiji, met a couple who said there was an opportunity to cart for Gull,” says Greg.

That’s when things really changed, Tranzliquid Logistics Ltd was formed and their first two Kenworth’s were purchased (Greg believes he’s bought around 100 in total since).

“It all came about when the contract with Gull started,” says Jackie.

“We had to source vehicles for that and SouthPac were the only ones able to provide the vehicles in the allotted time and we have continued with them because they looked after us.”

Greg says that Tranzliquid believes in standardisation, as it’s the best way for productivity and efficiency in growing the business.

“It’s a great risk management tool. The tankers and equipment are all the same. We’ve diversified a little bit here and there now, but it’s pretty standard across the board.”

Jackie agrees and adds “all your service providers get to know your

Truck & Driver | 59

fleet; it builds a great relationship”.

The business has evidently grown since that first Gull contract and now Tranzliquid delivers fuel from every terminal in NZ, but it’s the pair’s business ethos that is equally as impressive.

“We’re a family-owned business that competes at a high level. We have a value and culture driven business,” says Greg proudly.

“We had to discover our strengths and cultivate those, to form our own DNA for our future direction.”

And it’s this focus that’s proving successful, despite the industry currently experiencing challenges when it comes to operators, not only has Tranzliquid been able to recruit good operators, but they also tend to stay too – with numerous 10-20+ year veterans being acknowledged.

“We invest a lot in operator training processes including being buddied up with a trainer to reinforce operator behaviour and Tranzliquid’s standards. We call it the TLL Way, the Tranzliquid way.” says Jackie.

60 | Truck & Driver

Now with a team of people that boasts around 60, both Greg and Jackie are proud and humbled at what they have achieved.

“When I look back, Greg started off with one truck and we went into what we thought would be a small fleet (two) with the Gull contract. It took us a few years to reach ten and we thought that would be as much as we’d get. So, it’s kind of humbling when we look at the fleet in the yard now. It’s an achievement that’s greater than we initially thought. And we’ve diversified a lot,” says Jackie.

Greg concurs, “we’ve just changed as we’ve needed to. It’s been an interesting 25plus years of changes and dynamics, some tough times and good times. It’s been quite something.”

“Luck is when planning meets opportunity.

Our leadership is the ability to see around the corners that no-one else looks hard at.

“And we’re ruthless with our standards and gracious with our people.” Two sayings that Greg abides by and according to him,

are statements that help them do what they do well.

Tranzliquid remains a family owned and operated business. Greg Pert, Jackie Carroll and Gareth Pert are actively involved in all aspects of the company with their combined skills and knowledge of the industry, logistics and business management. They ensure the culture, standards and core values remain an integral part of the business operations.

As for what the future holds in terms of fuel and seemingly overall push towards EVs, Greg seems pragmatic.

“You always must look at what the future holds, personally I don’t think NZ truly understands the benefits of Euro V and VI commercially, I’m sure that companies in the fuel selling space will be looking at Biofuels.

But for now, long haul will be using diesel for some time yet and we’re there to use / move it.”

And it’s something that Jackie certainly agrees with, saying “fuel’s not going away in a hurry.”

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FEATURE

Above: Dwain Johnson drove 2700km from Iowa to bring his 1959 Diamond T 923C livestock truck to the Reno show.

Below: 1937 Mack BM of Frank Thomas made the trip from Oregon.

Silver State showcase Story: Rod Simmonds Photos: Ben Simmonds

Rod Simmonds was among a group of Kiwi and Aussie `truck tragics’ who made the long trek to Reno, Nevada for the American Truck Historical Society (ATHS) annual show. His report and photos showcase the passion and pride the operators and enthusiasts put into a stunning line-up of classics.

THE AMERICAN TRUCK HISTORICAL SOCIETY (ATHS) IS dedicated to preserving the history of trucks, the trucking industry, and its pioneers.

Around 1000 trucks made their way to Reno, Nevada in early June for this year’s ATHS National Convention & Truck Show.

The annual show alternates between four venues – Reno, York (Pennsylvania), Madison (Wisconsin) and Cleveland (Ohio) – and Reno is well worth the long trip from New Zealand.

It’s American truck heaven to see and talk about these stunning classic trucks, many models never seen `down under’ but vitally important in the development in the US interstate highway network of today.

The trucks come from far and wide with a large contingent from Canada, in-particular the British Columbia chapter. Some entrants took three days of solid driving to get there, pretty dedicated in the old gear without the modern comforts of air conditioning and air suspensions.

Along with the huge line-up of trucks on show the ATHS Annual

Convention also has seminars running every day and trade displays, offering something for everyone with an interest in trucking.

This year’s host venue was Reno’s Grand Sierra Resort and it took three days to assemble the line-up at the two entry unloading

Truck & Driver | 63

yards as trucks rolled in as a never-ending procession. The attendance is estimated at 10,000 visitors each day with the car parks packed and golf buggy hire is extremely busy!

The standard of restoration is astonishing with classic trucks from the early 1900s to 1990s being presented like new - or even better than the original factory condition.

Long extinct heavy truck brands like Dodge, GMC, Ford, Diamond, Federal, White, Marmon to name but a few lined up with hard working Kenworths, Macks, Peterbilts, Freightliners that still doing a hard day’s work. All are a real credit to the owners, mechanics, fabricators and restorers.

The dedication and preservation of the road transport history is evident with the incredible restorations many members have committed to, many attending with multiple classic working trucks and many special event only appearances.

One truck which stood out as being `rare as rocking horse poo’ was a Diamond T COE livestock unit from Iowa.

Dwain Johnson, owner and family patriarch is based in Clinton, Iowa and travelled 1700 miles (2700km) over three days to get to Reno.

The Diamond T is a 1959 923C model which has been lovingly restored and still does local livestock work.

Originally it was powered by Cummins NH 220 but now has a Big Cam 400 which has been in service over 40 years already!

Those with a keen eye you will see it’s painted in something similar to CAT yellow. Apparently the early 1950s Cummins were in yellow so hence the painting of the big Cummins to match the periods.

The original 10-speed transmission has been changed to an 18-speed and the Diamond T also sports a Paccar Airglide rear

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Far left: Miss Silver State is a Kenworth race truck powered by a V16 Detroit 16-92.

Left: Storm clouds and Peterbilts at the Grand Sierra Resort.

Above: Part of the 1000 truck line-up at Reno.

suspension running 4.33:1 diffs. It’s good for 90mph empty….

Dwain ended up buying two 923C’s to make one and the project took five years of winter restoration time. Everything is fully compliant so it can and does work all over the countryside towing a step frame 2-axle, 2-deck cattle float which is also in nearperfect condition.

Dwain has been trucking since left school at 15 and these days he keeps more local - he is nearly 80 after all. “I know nothing else but truckin” he says in an accent unique to Iowa.

While the Diamond T is Dwain’s favourite, today his fleet of nine trucks (Kenworths and Peterbilts) runs all over the main 48

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states, moving cattle between breeding farms, feedlots and meat processors. They also hook onto Food Grade Tankers for seasonal longer distance work.

His sons are fully involved in the business and the restoration of older gear the family has collected, so it’s in good hands!

The ATHS is based in Kansas City, Missouri and has over 92 chapters (including Australia and Canada) and about 20,000 paidup members. Membership brings financial, medical and industry rewards and expertise and with many truck shows around the USA on a weekly basis exposure to the wide ranging members and public.

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Clockwise from top left: 1962 Peterbilt 359, 1979 Freightliner, 1974 White-Freightliner, big stacks on restored classic Kenworth.

Below: Nevada has adopted high productivity truck weights and dimensions.

Nevada trucking Nirvana

By Rod Simmonds

NEVADA IS TRUCKING NIRVANA WITH SOME UNIQUE regulations that deliver high efficiency.

While the US Federal vehicle weight limits are 80,000 pounds gross vehicle weight (35Mt), 20,000 pounds (9mt) on a single axle, and 34,000 pounds (18mt) on a tandem axle group, some individual states have different their own limits.

Nevada is one with high productivity units running within the state on approved routes. The state’s population is just over 3 million (spread throughout 285,000m2) but is a major truck and railroad freight route from California to the states further North and East.

They work on a limit of 129,000lbs (57.5mt) using various combinations like Triples, Rocky Mountain Doubles, Turnpike Doubles, Truck & Trailer, or Truck and Two trailers.

Combinations are limited to set trailer lengths in combinations with total of 95 or 98 feet (30metres) and are permit approved. Short pintle hook connections are the norm.

66 | Truck & Driver

The motorway network and major arterial roads are built with the higher combinations in mind (ie very few roundabouts…) and there are no big H flouro stickers to be seen!

Axle spacings are all based on the Federal Bridge Formula and with set axle loads come with some savage fines for being overweight.

Nevada is home to many of the US and world’s leading retailer distribution centres, with the likes of FedEx, Prime Amazon, Sherwin Paints, UPS, etc all having massive facilities based near the cross roads of Reno so they can take advantage of the more productive and liberal rules than in nearby California.

Bulk and heavy freight is also taking advantage of the greater payload, including aggregate, hay, timber, fuel and containers.

Unlike California which is legislating diesels out of the state, Nevada’s proactive search for more productivity is showing how it can be done!

Top left: 1954 Kenworth 821.

Above: 1988 Marmon travelled from Missouri.

Lower left: 1975 Dodge Big Horn from Wyoming.

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23-EX-024

FEATURE

By Colin Smith

Ready for a changing world The political discussion featured (left to right) Shane Jones (NZ First), Simeon Brown (National), Julie Anne Genter (Greens), Simon Court (ACT) and Helen White (Labour) with moderator Josie Pagani.

IN AN EVER-CHANGING WORLD, THERE WILL BE MANY THINGS you can’t influence. But there are also plenty that you can.

Attendees at the 2023 Ia Ara Aotearoa Transporting New Zealand: A Changing World annual conference, were regularly reminded of that during the June 28-29 event held at the Lower Hutt Events Centre.

Opening keynote speaker Katherine Rich, Chair of the NZ Parliamentary Trust and former National MP, provided inspiration and examples of how positive change can be initiated in her presentation “The Power of Advocacy”.

She noted, that in comparison to many countries, New Zealand still has a very accessible political system.

Engaging with politicians and regulatory bodies is vital she says and will also be welcomed. She called out the government’s recent budget announcement and subsequent flip-flop on childcare funding as an example of consultation not taking place.

“You are doing them a favour. You make it easier for them and can save them from policy disasters.

“Make the officials do their jobs. Make sure every MP has their photo taken in a truck and they take a trip with a driver,” she said.

The theme of working with regulatory authorities and government, to secure outcomes that deliver improved flexibility, safety and efficiency, was repeated multiple times during the 2023 conference.

From early in the event, attendees were reminded of the importance of working on the things they can control and influence.

Jim Crouchley’s review of work completed and currently underway by the Livestock Sector Group provides an example of what can be achieved with getting interested parties around the table.

The livestock group has been working alongside other industry stakeholders on issues such as flexible driving hours, livestock loading issues, unfair practices that see transport operators fined for issues created on farm or by stock agents, as well as new Terms of Trade documentation, and new clarity on chain of responsibility issues.

The sector group model being followed by the Livestock Group is

very similar to the ongoing work of the Log Transport Safety Council and the Petroleum Industry group.

A similar example of successful industry collaboration is the recent work of the New Zealand Intermodal Transport Safety Group (NZITSG) working alongside government agencies to develop the Safe Operation and Maintenance of Sideloaders (Good Practice Guide), now being launched in response to swing lift accidents.

Another similar initiative, but with relevance across all transport sectors, is the recently launched Transporting NZ Green Compact that works to ensure the industry has a voice and can contribute its knowledge to transport emissions policy.

New transport technology updates were provided by Brendan King (TR Group), Kim Hall (MyTransport/HWR Group), and Soumya Puri (ERoad) while EECA CEO Andrew Caseley provided background on the Low Emission Transport Fund, including a framework being developed around a $30m Clean Heavy Vehicle Grant scheme which is expected to be released around October of this year.

In an election year the main political parties turned out to present their transport policies. National, Greens, ACT and NZ First were represented by their respective transport spokespeople while Labour provided Mt Albert MP Helen White as a late stand-in for recently appointed Transport Minister David Parker.

Attendees had an opportunity to participate in a poll before and after hearing the politicians speak. Simon Court’s knowledge of the industry swayed some votes in favour of ACT while Labour lost almost all of the small amount of support it had as a result of its presentation. Shane Jones’ blunt commentary prompted a substantial shift in support for NZ First.

Political analyst Phil O’Reilly and economist Cameron Bagrie both gave entertaining and thought-provoking presentations about national and global trends, with uncertainty being a common theme of their outlook.

O’Reilly provided context to recent political polls and highlighted some of the election issues which are likely to be decisive. He expects polling to be neck- and-neck, at least until key tax policies are announced.

“It’s too close to call and will remain so for so time,” he said.

If the political forecast is uncertain, so also is the economic one.

Truck & Driver | 69

The Green Compact discussion included (left) to right Kim Hall (HWR Group), Brendan King (TR Group), Soumya Puri (ERoad), EECA CEO Andrew Caseley) and Billy Clemens from Transporting New Zealand).

Cameron Bagrie traditionally delivers the conference a forthright assessment of the economy, and he told attendees that New Zealand had veered onto a goat track and needed to steer back into its economic lane.

He called it an economic reality check, but in many aspects – notably higher interest rates – the economy was actually returning to a more normal setting. The low inflation and low interest rates of recent years had been abnormal.

“The good news is the fun in running a business is coming back.

It sorts out who is good at what they do,” he said.

“It’s about you versus the market, not about the market protecting you.”

Bagrie says to think of the coming years as a reset, not as a recession. Attention on the business fundamentals of cost control and adapting to changing conditions are critical.

“Rising interest rates mean taking real risk to make real money,” Bagrie said.

A presentation by Rachel Lehen from Fit For Duty gave a comprehensive review of the Alternative Fatigue Management System being piloted in the livestock sector and background to Alert Meter cognitive tests that allow driver to apply for extended hours.

The Alternative Fatigue Management System has been prompted by both animal welfare issues and the unpredictability of livestock work. It provides another example of the transport industry working with other groups to achieve improved outcomes.

Similarly, industry initiatives such as Road to Success and the Driving Change Diversity programme are providing training pathways working alongside organisations such as MITO Te Pukenga to alleviate driver and staff shortages.

Mike Flatt, National Manager of the Police Commercial Vehicle Safety Team said enforcement focus will be on speed, seat belt compliance and cellphone use. He also expects the CVSTs longdelayed fleet of six new mobile roller brake test machines will be deployed around the country in the coming months.

The over-arching theme from the 2023 conference is for the transport industry to continue building on its collaborate work with outside groups to deliver the safest and most efficient outcomes for the industry.

There may be political and economic trends at global and national level that are beyond the influence of the transport industry, but working collaboratively on issues involving safety, new work practices, driver recruitment and training, and the adoption of cleaner transport solutions will deliver results.

Left: Former National MP Katherine Rich spoke about the `Power of Advocacy’.

Below: Shane Jones offers the New Zealand First transport views.

70 | Truck & Driver

Call for a unified industry voice IA ARA AOTEAROA TRANSPORTING NEW Zealand chair Warwick Wilshier wrapped up the association’s 2023 national conference by saying: “Now, more than ever, we need to actually speak with one voice and be heard by government.”

He says Transporting NZ continues to pursue a “one voice” policy and believes having industry associations competing for relevance is unproductive.

“The government agencies don’t like dealing with three [associations]. It would be much better dealing with one to get some traction and get things done.”

Wilshier also responded to comments made by NRC Chair John Baillie at that association’s recent AGM. “NRC have renewed an MOU with NZ Trucking [Association] to collaborate on industry issues. That’s to be applauded but we weren’t mentioned in that,” Wilshier said.

“What we were mentioned in was the next statement which basically said `We [NRC] are not in discussions with any other industry associations about becoming one.

“Now, I’ll tell you that’s not quite correct.

I’m a great believer, as I believe everyone is

in this room, about the need to be one and we have stated that in the media.

“We have had some informal talks with NRC representatives. We sat around the table and agreed in principle that this just needed to happen.

“I’ve got a raft of correspondence backwards and forwards between NRC and myself as chairman. And the last one in the last week or so basically said we have some terms of reference, but it basically said we [NRC] are going to say we are not in any discussions with effectively Transporting NZ about becoming one.

“Our correspondence over the last three months quite defies that. So, I’m pretty disappointed in that. I have kept quiet about it in respect for the other parties.

“But what disappoints me most is that I believe that our members, and all of you here in this room agree that this is what we need.

You have given us the mandate to try and achieve it.

“What I want to say to you is I need your help. The most important thing in the transport industry is our personal relationships, our friendships and our

business connections. And we do that irrespective of which industry association you are a member of.

“So, I’m asking you, you need to start talking to people and ask the question: Why Not? And we need that from our industry supporters, the government agencies, our suppliers and our sponsors: Why Not? “If we were united, we could provide better solutions to government. We could do it if we work together. It makes no sense that we’re not. We need to drop the self-interest and replace it with group interest.”

In summing up Transporting NZ achievements in the past year, Wilshier praised the efforts of the Livestock Sector Group for achieving significant progress on animal welfare and flexible driving hours initiatives.

And he says the New Zealand Intermodal Transport Safety Group (NZITSG) has showcased the benefits of sector groups working alongside government agencies to develop the Safe Operation and Maintenance of Sideloaders (Good Practice Guide), now being launched in response to swing lift accidents.

Right: Transporting New Zealand Chair Warwick Wilshier renewed calls for a single voice to represent the road transport industry.

Far right::Simon Court offered the ACT Party policy on transport and infrastructure development.

Truck & Driver | 71

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FEATURE

The 2022 Kenworth W900L owned by Cody Davis is called Mojito and won the People’s Choice and Best Lights prize.

Sharp in Gillette THE CIT Y OF GILLETTE IN NORTH-EAST Wyoming – `The Cowboy State’ – hosted the 41st annual Shell Rotella SuperRigs competition, a showcase for North America’s best custom trucks.

The June 8-10 event judged the best trucks across 24 categories with US$25,000 in cash prizes up for grabs.

The event also includes a SuperRigs truck parade through downtown Gillette, plus a spectacular truck lights contest and drone light show sponsored by Advance Auto Parts.

Truett and Crystal Novosad of College Station, Texas captured Best of Show honours with their 2007 Peterbilt 379 EXHD, a prize worth US$10,000.

In addition, the truck won the Steve Sturgess Best Theme award for its “Doc Holiday” theme.

Mark Aragon from Lasalle, Colorado

claimed Best of Show first runner-up and $4,000 from Shell Rotella for his 2003 Peterbilt 379 EXHD called Slammed Distraction. Canadian entrant Ben Overton from Winnipeg, Manitoba, was awarded Best of Show second runner-up for his 2020 Kenworth W9B. There was multiple success for Cody Davis from Cokeville, Wyoming who won the Tractor/Trailer Division and Best Lights for his 2022 Kenworth

Truck & Driver | 73

3:25 PM

W900L called Mojito. Davis also won the People’s Choice Award, for which the winner was selected virtually with voting taking place online. This year, $1 for every People’s Choice vote tallied Shell Rotella was donated to the St. Christopher Truckers Relief Fund.

The Classic winner was a 1982 Kenworth W900 A entered by Clyde Green from Cheyenne, Wyoming.

This year’s venue was the CAM-PLEX in Gillette, the Cowboy State’s premier multi-use facility, which encompasses over 400

hectares of land and features a fine arts theatre, a convention/ exhibit hall, two multi-purpose pavilions, a racetrack, rodeo grounds, 1,730 RV sites and a 8.5Ha park and picnic area.

The annual Shell Rotella SuperRigs competition is the premier truck beauty contest for actively working trucks. Owner/operator truckers from across the United States and Canada compete for the cash and prizes and also to have their rigs among the 12 selected to be featured in the 2024 Shell Rotella SuperRigs calendar.

Above: This 2020 Kenworth W9B owned by Canada’s Ben Overton was judged second runner-up.

Below: The Lights Show is a traditional highlight of the Super Rigs competition.

Right: Heather Duffey, global commercial road transport integrated communications manager, Shell Rotella, presented the overall award to Truett and Crystal Novosad.

74 | Truck & Driver

Above: The winning Peterbilt of Truett and Crystal Novosad during the street parade in Gillette.

Right: Ben Overton won the Best Engine award with his 2022 Kenworth W9B. Far Right and Below: The interior and exterior of Mark Aragon’s 2003 Peterbilt 379 EXHD called Slammed Distraction.

Truck & Driver | 75

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It’s political...

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

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

So, who among our political parties offers any

salvation for the industry in these situations?

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

This month the National Party, ACT and the Green Party transport spokespeople provide their views.

NATIONAL WILL FIX FAILED ROADSIDE DRUG TESTING

By Simeon Brown, National Party Spokesman for Transport and Public Service.

IN LATE 2019, THE GOVERNMENT announced its plan to introduce roadside drug testing, an important safety measure that was welcomed by motorists and organisations in the transport sector.

The Government had announced that Police would be granted new powers to conduct drug tests on drivers using salivabased testing, similar to the methods used in Australia and other nations around the world.

Labour passed the Land Transport (Drug Driving) Amendment Bill in March 2022 with the intention of equipping Police with oral fluid drug testing kits, enabling the prompt rollout of roadside drug testing by March 2023.

However, when March of this year arrived, the anticipated rollout of roadside drug testing was deferred indefinitely. But it comes as no surprise that Labour’s plan to rollout roadside drug testing in New Zealand failed to result in anything.

Documents released under the Official Information Act have since revealed that Police warned Chris Hipkins as the Police Minister in June last year that the Government had blindsided Police, resulting in “some challenges” in implementing Labour’s legislation.

The advice provided to Chris Hipkins revealed that Labour’s drug testing legislation did not meet international standards. Instead of utilising oral fluid drug testing kits for screening drivers for drugs at the roadside, as is the practice

overseas, New Zealand’s law required that oral fluid drug testing kits be used for evidence in charging drug drivers.

As a result, four months have passed since the expected rollout of roadside drug testing, with no signs of any progress.

Labour’s law failed to enable Police to procure oral fluid drug testing devices, leaving them with no way of screening drivers for drugs.

Alcohol and drugs are the number one contributing factor in fatal road accidents in New Zealand, with 199 deaths on our roads in 2022 attributed to alcohol and drugs. Tragically, each passing day without roadside drug testing on our roads poses a continued risk to the lives of New Zealand motorists.

At the Transporting New Zealand Conference in June, I had the privilege of announcing that, if elected in October, a National Government would fix Labour’s failed roadside drug testing law by introducing new legislation by Christmas.

This legislation would allow Police to use oral fluid drug tests to screen drivers at the roadside, bringing New Zealand’s laws in line with international standards.

Under National’s plan, if a driver fails two roadside oral fluid tests, a sample from the second test will be sent to a laboratory to confirm the result. This approach ensures that oral fluid drug tests are used for screening purposes at the roadside, while the more accurate laboratory testing provides the necessary

Simeon Brown evidence for charging a drug driver.

By removing the unnecessary restrictions on oral fluid testing that Police have had to contend with under Labour, road safety will be prioritised under National.

National understands the importance of road safety, especially for those who drive on our roads daily to earn a living. We will deliver where Labour has failed and roll out roadside drug testing to keep New Zealanders safer on our roads.

It has been great to see organisations within the transport sector speak up on the drug driving issue. The advocacy of these organisations has not gone unnoticed.

Already, many transport operators regularly and randomly test their drivers for drugs. They have been doing their part to keep our roads safe – now it is time for workable legislation to ensure that drug testing is more widespread on our roads.

As we approach the election, I look forward to continuing the discussion on what role a future National Government could play in improving road safety. New Zealand is a great country to live in, but right now, many lives face avoidable risk on our roads.

Truck & Driver | 77

It’s political...

THINKING DIFFERENTLY TO SURVIVE AND THRIVE

By Julie Anne Genter, Green Party of Aotearoa New Zealand spokesperson of transport.

AFTER SEVERE FLOODING AND cyclones battered the countr y this year, we can no longer ignore the urgency of the climate crisis. We must start doing things differently if we want our communities to sur vive and thrive.

Fortunately, many of the improvements we can make to our transport system that reduce pollution also reduce the cost of moving people and goods in New Zealand.

Local and central government in tandem have for decades failed to plan for the future and invest sufficiently in our infrastructure, resulting in an infrastructure deficit.

According to a report from Sense Partners, we need $104 billion more public capital to meet the current shortfall. If we are to continue on this trajector y, factoring in the need to maintain and renew current and future infrastructure, this deficit would rise to $1 trillion in 30 years’ time.

We cannot simply build our way out of this deficit. As the report explains: “adding more infrastructure doesn’t always lead to better economic outcomes either. For example, more roads can also lead to more driving and hence more congestion, which is a cost to society. Rather, we need to invest more as well as reduce demand, increase efficiency and do better integrated spatial planning.”

78 | Truck & Driver

The way for ward is a combination of smart investment in the networks we have underinvested in, like rail and public transport, as well as a focus on improving and optimising our existing roads.

The solutions exist, the only thing holding us back is a lack of political will.

Building more homes in our existing urban areas, along with local shops, medical centres, early childhood centres, schools, parks, and playgrounds reduces the distance people have to travel, and helps with both transport and housing affordability. It reduces the urban sprawl that worsens traffic and is taking over our productive farmland.

Designing our cities better reduces the need to commute by private vehicle, especially when we make it easier and more convenient to use public transport, walk or bike.

We can fast track sensible surface light rail in our largest cities, while electrif ying and bolstering the bus networks that complement the existing rail networks. We can have frequent all-day electric bus ser vices, and ferries in some places, in our small to medium size towns.

Congestion charging in our biggest cities will help us make better use of our existing urban roads – and it will help move people and goods much more

Julie Anne Genter efficiently, as long as we provide the alternatives to driving at peak time.

Focusing on passenger transport in our towns and cities means we can spend more of the roading budget maintaining and improving safety on our rural roads that are vital connections for both people and goods.

New Zealand once had frequent and affordable passenger trains and buses that connected most cities and towns across the countr y, with a much smaller population. For the future we can invest in modernising our rail network and providing passenger ser vices that give people real choice.

The transport solutions I and the Green Party have been calling for are ver y much in line with the recommendations the Infrastructure Commission made in its 30-year Infrastructure Strategy. These are also policies that have proved to be ver y successful across the globe in reducing emissions, congestion and transport costs.

The Green Party has long campaigned for evidence based and effective policy that will not only address the climate crisis but enhance the efficiency of our transport network.

Imagine how much more we could deliver in the heart of the next government.

The time is now.

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It’s political...

EFFICIENCY NEEDED IN A CHANGING WORLD

By Simon Court, ACT Party spokesperson on transport

THE THEME OF TRANSPORTING NZ’S June conference was “Changing World”.

Delegates heard that switching from diesel to hydrogen and battery powered trucks is still expensive but more cost-effective options are coming to market. Presenters showed how improving safety for drivers and other road users can be achieved through better technology, devising safer systems, and of course, more training.

The conference highlight for me was catching up with delegates in the tea break and hearing about their projects to improve fleet efficiency and building trailers to carry difficult loads. I heard about the struggles with the supply chain for spares and consumables, long after I had assumed COVID disruptions were over.

Of particular concern is the red tape that NZTA impose on heavy haulage operators seeking overweight and over dimension permits as well as concerns about changes to heavy haulage routes.

I also heard about changes that that are making it harder for heavy transport operators under a Labour Government, which sets transport policy that local government must follow.

The Auckland Freight Plan, developed by Auckland Transport with industry, NZTA and Ministry of Transport states; “As Auckland’s population continues to grow, so too does the demand for goods and services.

However, it has become increasingly difficult to deliver goods to customers. Managing competing network demands with the safe, 80 | Truck & Driver

Simon Court

sustainable distribution of freight is a critical challenge for Auckland.”

When I worked as Construction Manager on Auckland’s roads, we planned to replace the bearings under the Rata St/Ash Street bridge near Avondale Race Course. Route 19 is a heavy haulage route and a lifeline for emergency services heading to and from Auckland’s SH16 motorway.

The initial plan was to close the road for seven days over Christmas-New Year, jack up the 700 tonne bridge and swap out the old bearings for new. The plan relied on temporary foundations under the bridge, enormous jacks, and three shifts working 24 hours for seven days.

Route 19 would be closed and traffic detoured up to 12km to get to the motorway.

If anything went wrong, an accident, an injury, if we broke the bridge, the consequences were dire. So we worked out how to jack the bridge one beam at a time by taking the weight off each beam, jacking only a few millimetres. This meant that if anything went wrong we could hit pause and work out a solution. We didn’t need to close the road until we were ready to lay new asphalt a few weeks later.

When I drove Route 19 a few days after the Transporting NZ conference I was shocked. Auckland Transport has built four speed tables and installed multiple sets of traffic signals which extend well into the road corridor.

Their plan for Great North Road

starting from Ponsonby now includes “more planting, safety improvements for pedestrians and cyclists, better bus stops, dynamic bus lanes and dedicated cycle lanes. Safety at intersections will be improved. More than 100 car parks on the main road will disappear. The budget is $28.1 million, plus another $3.3m for stormwater work.”

Yet work to renew and upgrade bridges like the Rata St/Ash St bridge is not proceeding because of budget constraints.

Labour’s Road to Zero speed reductions takes precedence over safe and efficient movement of freight, and maintaining vital infrastructure.

ACT would make efficiency a key driver of investment in transport. To make sure local government delivers, ACT would establish 30 year infrastructure agreements between central and local government which provide for the efficient movement of freight and people.

The focus for the roading network needs to be about getting from A to B as quickly and efficiently as possible. Labour has the priorities all wrong, and the consequences go further than being stuck in traffic longer on your work commute. It means freight is slowed, and productivity across the whole country is affected.

That’s why we need to deliver Real Change for the transport sector in October, by having a strong ACT presence in the next Government and getting New Zealand moving again.

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Transport operators encouraged to hold their nerve as economic downturn bites Justin Tighe-Umbers, CEO, National Road Carriers Association Justin Tighe-Umbers

A

BRAHAM LINCOLN FAMOUSLY SAID, “GIVE ME SIX HOURS TO chop down a tree, and I’ll spend the first four sharpening the axe.”

Transport operators would be wise to take a leaf out of Abe’s book when it comes to planning to get through lean times.

Talking with many of our transport operator members, it’s clear the lean times are already here for some sectors.

One conversation highlighted to me just how challenging this industry can be. Having ordered gear 18 months ago, one member was now taking delivery of over $1 million of trucks just as the downswing hits.

The industry is facing some strong headwinds. The economic slowdown, seasonality, and ongoing impacts from Cyclone Gabrielle mean the next few months will be tougher than usual. Ensuring your business comes out the other side in good shape will come down to a cool head and sensible planning.

One of my favourite pieces of timeless advice is, “focus on what you can control, ignore what you can’t” (easier said than done I know). With good planning and decision making, a business can ride out a rough patch, as long as they have enough equity to get through.

Quieter periods are the perfect opportunity to look at the business as a whole. Ask yourself some questions. Do I have the equity I need to get through the dry spell? Are there any parallel opportunities in new sectors to utilise my spare capacity? How can I collaborate with my customers to build a smoother demand profile?

NRC has the services and expertise to help you keep the wheels turning. We work with members from all sectors of the transport industry. This gives our team both broad expertise, and connections if you’re looking for options to keep your trucks running. Make the most of our services and partners:

Cost management – transport businesses are flexible by nature, variable costs can often be dialled down at the same pace as revenue. NRC’s Cost Model tool has helped thousands of members get on top of costs and understand the true profitability of their contracts.

Safety and people first – use the time to get on top of repairs and maintenance, resist the temptation to cut corners. Our partner HSL (Health and Safety Lead) provide expert advice. Fear-based decisions might provide short-term financial relief, but poor maintenance and staff shortages create long-term problems.

Check your insurance – when was the last time you benchmarked your insurance? NRC’s insurance partner, Marsh, has over 500 transportation specialists with capital and risk expertise to help members better understand, prioritise, and manage business risk including the cost.

Take a look at re-financing – our partner Spartan Finance provides advice tailored to the specific needs of your business, with a strong focus on making sure operators are not over extended and able to make the right capital decision for the phase of the business.

For budgeting – call our partners at Super-Advice. They are transport experts who provide expert budgeting advice specifically tailored for your business.

Lastly, if you’re slowing down, think about how to be open with your customer. It’s in their interests to support you, smart businesses know they’ll need your capacity back fast when recovery hits. I believe as an industry we need to shore up confidence in ourselves. This might mean accepting that not all work is good work and defending the right to charge fair prices for contracts.

Now get sharpening that axe.

Truck & Driver | 83

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Our oil distributing network covers all areas from the Ashburton River all the way down to the Clutha River.

Alongside our businesses of chemical distribution, delivering bulk fuel to farms and businesses throughout most of the South Island, and our 45 McKeown-branded 24/7 Card-Fuel sites, McKeown Group offer our customers a comprehensive range of services and quality products.

We pride ourselves on having the expertise and resources to deliver quality Caltex product, service and technical support to meet our customers’ requirements throughout our region.

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Te Mata Station Contracting has recently put a new Mack Trident truck and trailer unit on the road. Based in Warkworth, the Trident carts mainly aggregate, landscape supplies, fertiliser, and lime. The 6x4 has a 12.8-litre MP8 engine rated at 535hp and driving to a Mack mDrive 12-speed automated manual transmission and Meritor diffs. The alloy tipper body and 5-axle trailer were built by Transport Trailers.

Tight at the top THE PHRASE “TIGHT AT THE TOP” IS THE PERFECT description of New Zealand’s new truck market (4.5 tonnes GVM and above) with just one registration separating market front-runners Isuzu and Fuso at the mid-point of the year.

Isuzu currently leads the market with 644 registrations YTD ( JanuaryJune) while Fuso sits at 643 YTD registrations.

A monthly total of 596 new registrations is also the highest June figure on record and is 18.5% ahead of the same month last year. The January-June total of 3048 units is the strongest-ever first half-year market – and 11.8% ahead of the 2727 registrations achieved in the same period last year.

June’s trailer market totalled 152 registrations, slightly up on the same month last year when 148 units were registered. The YTD trailer total of 754 is 73 units ahead of last year but remains behind the first-half of 2018 when 866 new trailers were registered.

A strong June performance with 147 registrations is the reason for Isuzu edging one unit ahead of Fuso with 130 registrations in June. Hino (398 YTD/68 June) remains in third place ahead of Scania (303/65).

UD (156/30) and Volvo (150/30) tied in the June rankings while Iveco (130/19) retains seventh followed by DAF (125/18), Mercedes-Benz (106/14) and Foton (88/19), each holding their YTD places.

In the 3.5-4.5t GVM crossover segment, Fiat reached 105 YTD by adding 32 units for the month, followed by Ford (54/6) and MercedesBenz (47/3).

In the 4.5-7.5t category, Fuso (338/70) strengthened its lead, ahead of Isuzu (193/53), Iveco (72/6), Hino (67/13), Foton (38/11), Hyundai (32/3) and Volkswagen (27/11).

Isuzu (287/61) continued to dominate the 7.5-15t segment, with Hino (111/17) a long way behind in second and Fuso (110/31) third.

In the 15-20.5t segment, Hino (48/11) led UD (28/5) and Fuso (23/3) as the clear leaders of this segment.

In the very small 20.5-23t segment, Hino (15/3) remains at the top ahead of Fuso (2/0) and Isuzu (2/0).

In the 23t to maximum GVM premium division, Scania (288/63) continues to dominate with an impressive 63 registrations for the month of June, retaining the number one spot ahead of FUSO (170/26) who move ahead of Hino (157/24).

Volvo (144/30) moves just ahead of Isuzu (142/19) into fourth position while UD (124/24) moves ahead of DAF (117/17). The rest of the market remains unchanged in the top-10 with Kenworth (76/14) leading Mercedes-Benz (71/7) and MAN (48/6).

In the trailer market, Fruehauf (90/16) is edging out its lead over Patchell (75/15) while Transport Trailers (53/8) stay in third place. Roadmaster (51/8) retains fourth position ahead of Domett (48/13) improving to fifth, ahead of TMC (47/8), and MTE (37/7). Transfleet (24/6) moves ahead of Freighter (23/4) while Fairfax (19/4) retains position to complete the top-10 YTD. Truck & Driver | 85

Pana Sharma has added a new Hino 500 to the VT Transport fleet. The 500 Series FG 1628 long wheelbase is carting construction supplies in Auckland. The 4x2 with Euro 5 280hp engine has a six-speed automatic transmission and is equipped with Vehicle Stability Control with ASR, Cruise Control and Alcoa alloy wheels.

The Hino has a flat deck body and Palfinger front-mounted crane.

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

Vol 644 643 398 303 156 150 130 125 106 88 76 58 48 30 27 12 10 7 7 5 4 21 3048

2023

% 21.1 21.1 13.1 9.9 5.1 4.9 4.3 4.1 3.5 2.9 2.5 1.9 1.6 1.0 0.9 0.4 0.3 0.2 0.2 0.2 0.1 0.7 100

Vol 147 130 68 65 30 30 19 18 14 19 14 9 9 6 11 1 1 0 1 0 0 4 596

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

Vol 105 54 47 40 31 29 17 9 9 1 342

2023

% 30.7 15.8 13.7 11.7 9.1 8.5 5.0 2.6 2.6 0.3 100

Vol 32 6 3 6 4 2 0 1 3 0 57

4501-7500kg GVM Brand FUSO ISUZU IVECO HINO FOTON HYUNDAI VOLSWAGEN MERCEDES-BENZ FIAT OTHER Total 86 | Truck & Driver

Vol 338 193 72 67 38 32 27 22 5 20 814

2023

% 41.5 23.7 8.8 8.2 4.7 3.9 3.3 2.7 0.6 2.5 100.0

Vol 70 53 6 13 11 3 11 6 0 4 177

June

June

June

% 24.7 21.8 11.4 10.9 5.0 5.0 3.2 3.0 2.3 3.2 2.3 1.5 1.5 1.0 1.8 0.2 0.2 0.0 0.2 0.0 0.0 0.7 100

% 56.1 10.5 5.3 10.5 7.0 3.5 0.0 1.8 5.3 0.0 100

% 39.5 29.9 3.4 7.3 6.2 1.7 6.2 3.4 0.0 2.3 100

Isuzu leads by one registration Brand ISUZU HINO FUSO FOTON IVECO HYUNDAI VOLVO MERCEDES-BENZ MAN UD TRUCKS DAF OTHER Total

Vol 287 111 110 50 17 15 5 5 4 4 2 1 611

% 47.0 18.2 18.0 8.2 2.8 2.5 0.8 0.8 0.7 0.7 0.3 0.2 100

Vol 61 17 31 8 2 6 0 1 1 1 0 0 128

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

Vol 48 28 23 20 15 8 6 6 5 159

2023

% 30.2 17.6 14.5 12.6 9.4 5.0 3.8 3.8 3.1 100

Vol 11 5 3 14 2 0 2 3 1 41

20,501-23,000kg GVM Brand HINO FUSO ISUZU VOLVO DAF Total

Vol 15 2 2 1 1 21

2023

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

Vol 288 170 157 144 142 124 117 76 71 48 35 30 12 10 7 7 1 1 1440

2023

% 20.0 11.8 10.9 10.0 9.9 8.6 8.1 5.3 4.9 3.3 2.4 2.1 0.8 0.7 0.5 0.5 0.1 0.1 100.0

Vol 63 26 24 30 19 24 17 14 7 6 8 6 1 1 0 1 0 0 247

Trailers

7501-15,000kg GVM 2023

23,001kg-max GVM

June

June

% 47.7 13.3 24.2 6.3 1.6 4.7 0.0 0.8 0.8 0.8 0.0 0.0 100

% 26.8 12.2 7.3 34.1 4.9 0.0 4.9 7.3 2.4 100

June % Vol % 100.0 71.4 3 9.5 0.0 9.5 0.0 4.8 0.0 4.8 0.0 100 3 100

Vol Brand FRUEHAUF 90 PATCHELL 75 TRANSPORT TRAILERS 53 51 ROADMASTER DOMETT 48 TMC 47 M.T.E. 37 TRANSFLEET 24 FREIGHTER 23 19 FAIRFAX TES 18 JACKSON 17 16 JAKO TIDD 15 CWS 15 HAMMAR 13 KRAFT 11 MTC EQUIPMENT 10 9 MILLS-TUI LUSK 9 MJ CUSTOMS 8 SEC 7 PTE 7 STEELBRO 7 MAKARANUI 5 KOROMIKO 5 MD ENGINEERING 5 5 ADAMS & CURRIE EVANS 5 LOHR 4 LOWES 4 WARREN 4 MAXICUBE 4 TEO 3 LILLEY 3 7 TANKER 71 OTHER 754 Total

2023

% 11.9 9.9 7.0 6.8 6.4 6.2 4.9 3.2 3.1 2.5 2.4 2.3 2.1 2.0 2.0 1.7 1.5 1.3 1.2 1.2 1.1 0.9 0.9 0.9 0.7 0.7 0.7 0.7 0.7 0.5 0.5 0.5 0.5 0.4 0.4 0.9 9.4 100

Vol 16 15 8 8 13 8 7 6 4 4 4 5 16 3 3 2 1 2 2 4 0 1 1 2 0 0 0 1 2 0 0 0 1 0 0 1 12 152

June

June

% 25.5 10.5 9.7 12.1 7.7 9.7 6.9 5.7 2.8 2.4 3.2 2.4 0.4 0.4 0.0 0.4 0.0 0.0 100.0

% 10.5 9.9 5.3 5.3 8.6 5.3 4.6 3.9 2.6 2.6 2.6 3.3 10.5 2.0 2.0 1.3 0.7 1.3 1.3 2.6 0.0 0.7 0.7 1.3 0.0 0.0 0.0 0.7 1.3 0.0 0.0 0.0 0.7 0.0 0.0 0.7 7.9 100

Owner/operator Marcel Milner is doing swing lift and high cube container work in the Waikato and Bay of Plenty with a new MAN TGS 26.510. The 6x4 Day Cab is a turn-key package for Milner Transport with the tractor set-up by Penske Engineering. A 510hp MAN D26 Euro 6e engine with 2600Nm of torque drives to a MAN Tipmatic 12.28 OD transmission and hypoid rear axles with ECAS suspension. Disc brakes front and rear, adaptive cruise, lane guard assist, advanced brake assist and LED headlights are fitted. The Alcoa alloys have 385/55 R 22.5 Super Single front tyres and 275 rear tyres. Painting is by Haddock Spray Painters.

Southpac Trucks Rotorua have handed over a new DAF CF 530 6x4 Tipper to J. Swap Contractors in Matamata. Driver Geoff Cram from Te Puke is based at the Mt Maunganui yard, and has achieved well over 1 million kilometres in his last two DAFs. Powered by a Euro 6 spec Paccar MX-13 with 530hp and a TraXon 16-speed AMT, the CF has cross-lock rear axles and a 3.78:1 final drive ratio. Features include a DAF onboard weigh system, disc brakes with ABS/ EBS plus adaptive cruise control, lane departure warning and active emergency braking. Polished fuel tanks, a painted sun visor, fridge and heated driver’s seat are fitted. The truck body and trailer are manufactured by Transfleet.

Hino’s Auckland (Northern) salesman Derek Fairbairn has supplied Giles Civil from Dairy Flat with a new Hino 500 Series for earthworks and civil infrastructure projects around the Auckland region. The FM 2632 6x4 has a 320hp engine, 6-speed automatic transmission and differential cross locks. Fitted with 6-rod spring suspension, the choice of alloy wheels and Super Single mud grip tyres gained a further 1200kg of payload for Giles Civil.

Truck & Driver | 87

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Nick and Liz Redmond of NLR Cartage have a new Scania R 650 B8x4NA logger working from Pan Pac in Hawke’s Bay. The Euro 6 16-litre DC16 engine develops 650hp and drives to a 12-speed Opticruise GRSO926E transmission with 4100D retarder and RB735 hub reduction rear end. Sold by Callan Short, the R 650 runs on spring suspension at the front and rear air suspension with ABS/EBS disc brakes. Features include scales, CTI, fridge, LED light bar, Dura-bright alloys with a drop visor and stone guard by Caulfield Signs, Rotorua. Dylan and Missy are driving the Scania which has a new Kraft shorts set-up and refurbished 5-axle multi trailer.

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Methven Trucking Company is carting fertiliser in the Canterbury region with a new International 9870 R8 supplied by Intertruck Distributors, Christchurch. Powered with a 550hp Cummins X-15, the 8x4 unit has the Eaton MXP UltraShift Plus transmission and Meritor 46-160 drive axles. An alloy bumper and stone guard are among the features fitted to the factory painted International which works with a Lusk Engineering alloy bulk bin and 5-axle trailer.

The first new Kenworth for Ross Valentine, owner of RAV Haulage Limited in New Plymouth is T610 SAR with 860mm Aero sleeper.

Ross drives this truck himself, hauling machinery New Zealand-wide and has selected a 550.578hp Cummins X15, Eaton RTLO 20918B manual transmission, Meritor 46-160 rear axles with full X-locks and Airglide 460 air suspension. Rated at 97-tonne GCM, the T610 is fitted with a JOST fixed fifth wheel, Rhino guards, CB and UHF radio, factory GPS system, twin pipes and air intakes and stainless drop visor and bug deflector. Leather seats and a fridge are among the options.

Truck & Driver | 89

Les Harrison Transport has added two new Hino 3248 units to its busy fleet. Number 105 (above) tows a Patchell step down 20-40 skelly and mainly carts containers around the `Golden Triangle’. The other unit is number 95 (below) and tows a TMC 16-metre semi. It works mainly on containers, but is also used for moving concrete pipes, steel and rubbish bins. The Euro 6 E13C 12.9-litre engines develop 480hp and feature a 16-speed AMT, 3-stage retarder and hill start assist. Additional safety feathers include adaptive cruise control and lane change warning.

90 | Truck & Driver

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