NZ Truck & Driver June 2024

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| June 2024

June 2024 $10.90 incl. GST

BIG TEST Loyal Blue | FLEET FOCUS The Hard Rock Crew | FEATURE: Hydrogen Network Launches


The Hard Rock Crew

FEATURE Hydrogen Network Launches

Issue 279

l a y Lo Blue

The Official Magazine of

ISSN 2703-6278

CONTENTS Issue 279 – June 2024


News The latest from the world of road transport including… Mid-Canterbury gets an intermodal freight hub… The SH1 Brynderwyn Hills reopening is delayed by slips… Freightliner goes electric and autonomous… The UD Quon has a 20th birthday and Truck Racing will join the FIA Motorsport Games event later this year.

FEATURES: 62 Southpac Trucks Legends This month we tell the story of the first Kenworth registered in New Zealand. The 848 model from 1964 was a game-changer for the Kiwi trucking industry.


22 Giti Tyres Big Test Loyal Blue: Iveco has a loyal following in the South Island. Christchurch-based KB Contracting & Quarries is bringing a fresh look to its fleet by adding new generation T-Way tippers alongside its bonneted PowerStar workhorses.





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


COLUMNS: 81 National Road Carriers Association James Smith, GM Policy & Advocacy says the industry will learn a huge amount from the upcoming trials of hydrogen fuel cell trucks.

Revive and Survive The NZI Truckie Rest Zone series made its most recent stop in the Bay of Plenty. We called in to see the fatigue awareness programme in action.

Teletrac Navman Fleet Focus

CrediFlex Recently Registered New truck registrations are running slightly behind 2023 volumes, but the trailer sector continues achieving record numbers. Plus, the monthly gallery of new rigs on the road.

NCAP Testing for Trucks The EuroNCAP scheme has had a huge influence on passenger car safety. Now the organisation has revealed plans for rating truck safety.

Transporting New Zealand Dom Kalasih provides updates on immigration pathways for drivers and the HWSA Act while nominations are open for the Ia Ara Transporting New Zealand Industry Awards.

Hydrogen network up and running New Zealand has a refuelling network for hydrogen trucks, with three stations open now and big plans for a decarbonised future.

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


NZ Heavy Haulage Association Road maintenance is critical, but so is continued access for oversize freight while the works are being completed, says NZ HHA Chief Executive Jonathan Bhana-Thomson.

The Hard Rock Crew: Making a trip across the Southern Alps we find Greymouth-based MBD Contracting hauling the big rocks and getting the big jobs done on the West Coast.




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PRINTING & DISTRIBUTION Printer Bluestar Retail Distribution ARE Direct Publication: New Zealand Truck & Driver is published monthly, except January, by Allied Publications Ltd PO Box 112 062, Penrose, Auckland Contributions: Editorial contributions are welcomed for consideration, but no responsibility is accepted for lost or damaged materials (photographs, graphics, printed material etc). To mail, ensure return (if required), material must be accompanied by a stamped, addressed envelope. It’s suggested that the editor is contacted by fax or email before submitting material. Copyright: Articles in New Zealand Truck & Driver are copyright and may not be reproduced in any form – in whole or part – without permission of the publisher. Opinions expressed in the magazine are not necessarily the opinions of, or endorsed by, the publisher. Truck & Driver | 1

NEWS Photographed just prior to completion, the Fairfield Freight Hub is located on the outskirts of Ashburton.

Inter-modal hub opens at Ashburton CONTAINERS ARE STEADILY FLOWING THROUGH the country’s newest inland freight hub, which even before its official opening in April was handling traffic, having been completed several months ahead of schedule and close to its 20 million dollar budget. The Fairfield facility is four hectares in size, and adjoins the 120Ha Ashburton Business Park, off SH1 to the north of the mid-Canterbury town. The site has storage capacity for 800 TEUs (Twenty-foot Equivalent Units), offers 120 reefer plug-in sites, and can handle 60 containers per day, equivalent to an annual throughput of 20,000 TEUs. In turn, that can be boosted by greater train movements, which are likely to follow the scheduled delivery of new locomotives and wagons to KiwiRail at the end of this year. The project is managed by the Wareing Group, whose subsidiary Wilson Bulk Transport handles much of the container freight emanating from the region. Group director Mark Wareing says seeing a long-held dream fulfilled has been very satisfying: “I guess for us it has been quite a long time coming, for it was in August 2019 that we reached out to KiwiRail about the need for expanded siding facilities in Ashburton. “The incumbent freight company that was operating the existing siding on West Street on behalf of KiwiRail had found the volume was not high enough to justify continuing with the agreement and wanted to pull out. 2 | Truck & Driver

“Eventually, early in 2021, we took it over. Its capacity was very small, limited to 12 wagons per day or around 6000 TEUs per year. From a general freight prospective, the siding wasn’t viable, but our interest was more towards the provision of an alternative to trucking export containers to South Island ports – primarily Lyttelton, but Timaru and Port Chalmers as well. “We have a long association with upwards of a dozen exporters from the mid-Canterbury region, and the volume that they could provide was vastly in excess of what the existing facility could handle. “Around that time the transport manager for Talley’s mentioned that his company was looking at setting up an export hub itself and had bought the old Silver Fern Farms plant at Fairton, close to the Ashburton business park. “This had an existing rail siding, but when that was inspected by KiwiRail was found to be not fit for purpose. This prompted a decision to look at setting up a purpose-built facility. We canvassed several parties, including local and central government, for funding support, achieved that, and went through the design and consenting processes. These were completed early last year, and construction started in the first week of May. “The initial timeline was for the facility not to be open until October this year, so to have everything completed and up and running inside 12


The formal opening of the Fairfield Freight Hub took place in mid-April. months was remarkable, and a credit to the major contractors, Tarbottom Land & Civil and Fulton Hogan. “Talley’s has made a long-term commitment to send its export produce through the hub, and several other exporters we work for are equally as committed. Basically, they don’t mind what mode of transport we use, as long as their goods get to the port in time.” KiwiRail chief executive Peter Reidy says the hub is great news for KiwiRail and the Ashburton area: “Mid-Canterbury is a base for moving significant container volumes to South Island ports and around New Zealand, whether it’s grain, seed, horticultural produce or meat.

“However, our existing container terminal in central Ashburton was too small to meet today’s freight demand. By moving operations to Fairfield, we will increase the amount of local freight carried by rail from 6000 containers to 20,000 containers a year – that’s half a million tonnes of freight off the region’s roads. “Inter-modal facilities like the Fairfield freight hub make use of both road and rail transport – enabling trucks to complete the first and last mile of collection and delivery, and for rail to do the heavy longer-distance movements. It highlights how road and rail can work efficiently together to deliver wider benefits for the community.”

Brynderwyn reopening delayed TWO SLIPS WHICH OCCURRED IN late-April will delay the reopening of State Highway 1 over the Brynderwyn Hills until at least late-June. The highway had been on track to fully reopen on May 13, but since the two significant slips on April 26 and April 30, NZTA and its contractors have undertaken geotechnical and safety assessments to determine the best option for stabilising the hillside and getting highway open as quickly as possible. “While our plan is to reopen at the end of June, if there is a significant amount of unexpected rain, or further instability is found, that could delay the reopening timing,” says NZTA National Manager of Infrastructure Delivery, Mark Kinvig. Excavation work sees operators working from a platform at the top of the ridge. Removing soil from the top of the ridgeline reduces the likelihood of further slips, enabling safe removal of material from the bottom. Up to 55,000 cubic metres of earth will be excavated to stabilise the site where the two slips occurred at Kauri Tree Corner. “Our team is working 7 days a week, where weather allows, to get the road open,” Mr Kinvig says. “We are maximising the number of trucks, diggers and workers on site to ensure the soil

removal is a continuous operation, utilising daylight hours, to get it clear.” The remaining planned works, including drainage and pavement works, are on track and continue in parallel; with night works where it is safe to do so. “We have built in contingency for poor weather, however the ground conditions remain unstable and continue to be actively monitored by staff and GPS sensors. There is a risk of further slips until

we complete the stabilisation works,” Kinvig says. Three detour routes remain available – SH12/ SH14, Paparoa Oakleigh Road, and Cove Road. The HPMV and recommended heavy vehicle detour route on SH12/SH14 increases the journey from Auckland to Whangarei from 156km to 227km. The Cove Rd detour is not suitable for truck and trailer units and the Paparoa Oakleigh Rd detour is also the suggested route for light vehicles.

Excavators working on the SH1 Brynderwyn Hills rebuild.

Truck & Driver | 3

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NEWS The 6km Mt Messenger Bypass will eliminate the steep grades and narrow tunnel (left) of the current highway.

Vital court ruling for Mt Messenger project AN ENVIRONMENT COURT RULING IN EARLY MAY clears the final remaining hurdle for the 6km Mt Messenger Bypass between the King Country and Taranaki. The ruling supports the compulsory purchase of the final block of 11 hectares of land required for the project and dismisses the objection to the Public Works Act purchase of the land. NZ Transport Agency Waka Kotahi has welcomed the ruling with General Manager Transport Services Brett Gliddon saying the ruling supports the approach and actions taken by NZTA and the Crown and follows a series of court rulings in favour of NZTA and the Crown over many years. “This is the last parcel of land needed at the northern end of the Bypass,” Gliddon says. “It is always our preference to purchase property by agreement rather than compulsory acquisition. In good faith, and in compliance with the legislation, since 2017 we have made extensive efforts to acquire land by agreement.” The bypass has faced complex challenges from the outset, with extensive delays caused mostly by multiple legal challenges – none of which have been successful. “We acknowledge the cumulative impact this has had on the rate of progress and costs for the Bypass project. For example, a $37 million increase is the estimated impact of NZTA being unable to start work on the land in question during the 2023/2024 summer construction season

alone,” Mr Gliddon says. The Mt Messenger Alliance has made great progress in other areas of the new alignment, including 13% of earthworks completed and construction of the 235-metre tunnel about to commence, with strong support from project partners including Ngāti Tama as mana whenua. “The Alliance team has worked tirelessly and innovatively to adjust their approach to construction while delays occurred,” says Mr Gliddon. “For example, the project’s cableway to haul equipment and workers into the remote heart of the project area is a first for New Zealand and continues to receive accolades from within the industry. “Once completed, the Bypass will provide much-needed interregional economic, resilience, safety and environmental benefits, including for local communities, businesses, freight and all State Highway 3 road users,” Mr Gliddon says. The completed bypass will run for approximately 6km between Uruti and Ahititi and will include two bridges of approximately 125m and 30m in length as well as the 235m tunnel near the highest point of the new route. It’s been a challenging legal road for the new bypass. Consultation began in 2016 and the selected route for the bypass was announced by then Transport Minister Simon Bridges in August 2017. At that time the project had a 2021 completion date but work did not begin until 2022. An estimated 4.5 year construction period suggests the bypass could open in 2027.

F Series goes electric A BATTERY ELECTRIC VERSION OF the Isuzu F-series medium-duty truck is being developed for the North American market. Accelera by Cummins, the zero-emissions business segment of Cummins Inc. is partnering with Isuzu on the project. Availability is expected in 2026 and will include Accelera’s next generation lithium iron phosphate (LFP) battery technology. “In line with our Isuzu Transformation – Growth to 2030 mid-term business plan, we continue to collaborate with Accelera by

Cummins to deliver a variety of solutions for our customers that help reduce greenhouse emissions,” says Shaun Skinner, Executive Officer, Isuzu Motors Limited. “This will also improve the breadth of our overall offerings providing customers the ability to choose the product and propulsion system that best fits their needs.” The Isuzu Cummins Powertrain Partnership was formed in 2019 to innovate and advance future power solutions and to support customers through the energy transition.

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EV and autonomous technologies are combined in the Freightliner eCascadia demonstrator.

Freightliner for the future FOR THE FIRST TIME DAIMLER TRUCK HAS combined its battery electric drive technology into a truck which also boasts Level 4 autonomous capability. The autonomous Freightliner eCascadia technology demonstrator is based on a production battery electric eCascadia and is equipped with autonomous driving software along with Level 4 sensor and processing technology developed by Torc Robotics. This will eventually enable Level 4 autonomous driving. While still a research and advanced engineering project, the autonomous vehicle has the potential to evolve into a modular, scalable platform that is propulsion agnostic for flexible use in different trucking applications. “By combining zero-emission and autonomous technologies in one product, we are testing solutions for challenges our customers are likely to face in the future,” says John O’Leary, president and CEO of Daimler Truck North America (DTNA). “We want to give them choices that allow them to do what they do best: keep the world moving today and well into the future. That takes a lot of foresight, questioning, testing, learning, improving and co-creating with our customers years in advance to ultimately find the right solution. This truck is a great example of the beginning of that development process.” Torc reports significant progress towards introducing autonomous trucks in the U.S. by 2027. “While we target autonomous trucks with conventional propulsion technology for this first market launch, we always look further into the future,” says Joanna Buttler, Head of Global Autonomous Technology Group at Daimler Truck. For the first time, the autonomous sensor suite and compute power, currently being tested on the autonomous diesel Cascadia, is packaged to fit the smaller day cab configuration of the battery electric eCascadia. To ensure adequate cooling, the DTNA engineering team developed an advanced prototype air-cooling concept for the compute stack, which is efficiently positioned between the driver and passenger seats. Customised software provides the autonomous system with control interfaces and feedback on vehicle status. The in-house designed sensor

bar cover, which incorporates cameras, lidar sensors and radar sensors, improves aerodynamic performance while providing better protection from damage and soiling. Four additional 12-volt batteries provide enough high voltage power to ensure uninterrupted operation and increased efficiency and safety. In the currently tested hub-to-hub application, the truck’s intent is to drive autonomously between freight centres along U.S. highway corridors. By identifying synergies between zero emissions and autonomous infrastructure in a future scenario, the charging infrastructure and autonomous freight hubs could be combined to charge and load simultaneously, further enhancing efficiency. Daimler Truck has been developing and testing autonomous truck technology since 2015 with the reveal of the Freightliner Inspiration Truck as the first licensed SAE Level 2 autonomous commercial truck to operate on open public highways in the United States. The company aims to enter the market with production SAE Level 4 autonomous trucks in the United States by 2027. Torc has been testing autonomous-ready Freightliner Cascadia trucks in real-world applications with selected logistics companies such as Schneider and C.R. England, successfully moving customer freight autonomously on its test route between Phoenix and Oklahoma City. The processor for Torc’s autonomous driving systems is located between the seats of the eCascadia.

Truck & Driver | 7


The New Way refuse truck powered by Hyzon’s hydrogen fuel cell technology.

North America’s first fuel cell refuse truck HYDROGEN FUEL CELL TECHNOLOGY DEVELOPER Hyzon has teamed with specialist refuse truck body manufacturer New Way Trucks to showcase North America’s first hydrogen fuel cell-powered electric refuse truck. The truck debuted during the Waste Expo at the Las Vegas Convention Centre, held May 7-9. “Building on Hyzon’s fuel cell electric refuse vehicle experience in Australia, Hyzon and New Way’s strategic partnership assembled a historic vehicle to eliminate emissions within a hard-to-abate industry,” says Hyzon Chief Executive Officer Parker Meeks. “This is evidence of our shared mission to provide North American refuse collection fleets with an alternative power solution that both meets zero emissions requirements and performs the hard work a refuse truck needs to deliver day in and day out.” Through this partnership, Hyzon and New Way have been able to make the hydrogen fuel cell electric refuse collection vehicle a reality for the North American waste and recycling industry. Established in Scranton, Iowa and with manufacturing facilities in Booneville, Mississippi, New Way is the largest private refuse equipment manufacturer in North America. The company already produces refuse trucks powered by Compressed Natural Gas (CNG) and Battery Electric models. “As a growing market leader with a long history in building highperformance refuse collection equipment, New Way is in a unique position to be able to bring this sustainable, alternative power solution to waste haulers looking to meet decarbonisation objectives and other clean energy requirements,” says New Way Chief Sales Officer Don Ross. 8 | Truck & Driver

The Hyzon fuel cell system generates electricity to power the truck and all of its systems, providing consistent power over 200km, including up to 1,200 cart lifts. The truck is equipped with New Way’s Sidewinder XTR automated side loader – with smooth arm operation, up to a 12-foot reach and large 4.6 cubic-metre hopper – for a sustainable refuse collection powerhouse. Also on show at the Waste Expo was Hyzon’s newly developed 200kW fuel cell, along with an animation that showcases how hydrogen fuel cell technology works and a fact sheet on the New Way and Hyzon Fuel Cell Electric Vehicle (FCEV) and vehicle specifications. Following Waste Expo, the truck is being tested on routes in California starting with San Francisco-based hauler Recology, an employee-owned solid waste and recycling collection and processing company with a commitment to sustainable operations at its core. Recology’s commitment to sustainable transportation has seen the company recently achieve its goal to power its fleet with more than 90% renewable or alternative fuels. It sees the demo of this first-of-its-kind hydrogen-powered truck as an opportunity to be on the forefront of helping decarbonise the industry. “As a leader in fleet sustainability, we’re proud to partner with New Way and Hyzon to bring the first hydrogen fuel cell electric collection vehicle to test in our communities in California,” said Recology CEO Sal Coniglio. “Recology has been preparing to transition our fleet to zero emission vehicles for nearly six years, and we’ve yet to see a hydrogen fuel cell powered refuse truck on the market during that time. This development is a major milestone, and we’re thrilled to be the first to demo this technology to help move our business and the industry forward.”

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Volvo puts HVO in the fuel spotlight All new Volvo trucks built for the North American market (including the new VNL) will be initially filled with HVO. BOTH VOLVO AND MACK ARE PLACING A SPOTLIGHT on the decarbonisation potential of renewable Hydrotreated Vegetable Oil (HVO) as a replacement for diesel. All Volvo trucks built for the North American market are now being fuelled with HVO as they depart from the New River Valley Assembly Operations (NRV) in Dublin, Virginia. This initiative is part of Volvo Trucks’ broader strategy to decarbonise the industry through a three-pillar approach: enhancing internal combustion engine (ICE) efficiency and drop-in renewable fuels to make the largest immediate emissions reductions while continuing to scale the Class 8 Volvo VNR Electric and developing hydrogen fuel cell trucks. “Today and for the foreseeable future there will not be a one-size fits all approach to decarbonising transportation,” says Peter Voorhoeve, president, Volvo Trucks North America. “That is why, at Volvo Trucks, we are focused on the three-pillar strategy with battery electric, hydrogen fuel cell and renewable fuels in the internal combustion engine. “With the all-new Volvo VNL and by utilizing HVO, we can make the most substantial and immediate impact today. There is a future for the ICE and we’re happy to be doing all factory fills with renewable fuel, an important step towards walking the talk in our sustainability journey.” HVO is a renewable fuel that can be used in the same engine as fossilbased diesel without requiring engine modifications. Produced from renewable sources such as waste vegetable oils and animal fats, HVO has the same chemical structure as fossil-based diesel so it can be used as a direct replacement to reduce greenhouse gas emissions while maintaining engine performance. By utilising these waste products as feedstocks, HVO production can promote a more sustainable circular economy by converting waste into valuable fuel. Unlike first-generation biofuels, these raw sources are processed using a sophisticated hydrotreatment to achieve high levels of purity, allowing HVO to be stored, used, pumped, and handled virtually the same way as fossil-based diesel products. Because HVO is hydrogenated it doesn’t contain oxygen and does not present the challenges of first-generation biofuels, including biodiesel, relating to extreme temperature and storage. This is an added benefit of HVO as it does not require separate storage or fuelling infrastructure.

HVO, often referred to as renewable diesel, can be used interchangeably with petroleum diesel. Volvo Trucks says renewable diesel at any blend up to a maximum of 100% (RD100) that conforms to ASTM D975 or EN15940 will not adversely affect engine or aftertreatment performance or durability. Volvo Trucks is fuelling new trucks leaving the NRV plant with 20 to 25 gallons of HVO per tank, with full tanks provided for trucks destined directly to customers. This initiative is expected to replace 1,125,000 gallons of fossil-based diesel annually, achieving an estimated 75% to 85% reduction in CO2 emissions for Volvo Trucks’ operations in North America. “The internal combustion engine has more than 100 years of research and development and established support in the industry. It must be part of the decarbonisation journey and major, immediate decarbonisation possibilities exist by using renewable fuels, including HVO and hydrogen,” says Johan Agebrand, director of product marketing, Volvo Trucks North America. Mack Trucks is also using HVO as fuel to move completed Class 8 vehicles off its production line at Lehigh Valley Operations (LVO), in Macungie, Pennsylvania. All Mack Class 8 models for North America and export are produced at LVO. HVO and similar biodiesel fuels are expected the extend the life of the internal combustion engine.

Truck & Driver | 11


Quon going strong after 20 years UD TRUCKS IS CELEBR ATING THE 20TH BIRTHDAY OF its premium Quon model. The Quon was introduced in 2004, responding to increasing driver shortages and environmental challenges. It represented a paradigm shift

The Quon has been UD Trucks’ premium model for 20 years.

in the Japanese truck industry at the time, being the first to commercialise Selective Catalytic Reduction systems or SCR, using AdBlue to reduce emissions. Over two decades the Quon has been continuously developed on a platform of innovation, and in 2017 the launch of the `All New Quon’ focussed on the needs of the driver and the customer, but also in the consideration of the environment, which exceeded the Euro 6 emission level requirements. By 2023, UD Trucks had launched the “Advanced Quon” improving power of the GH11 engine and enhancing the driver experience even further, inside and outside of the cab. These improvements in technology also saw even more gains in fuel efficiency and significant advancements in safety systems. The Quon is UD Trucks most popular model used in a wide number of applications. “This is a huge milestone for any truck model, showing its true versatility in applications around the globe, and New Zealand is no exception,” says Marvin Fynn, UD Trucks NZ Sales Manager. “We are grateful to the increasing number of loyal customers in New Zealand that are choosing to add the Quon to their fleets. As well, we continue to receive very positive feedback about performance and the driver experience, proving to be a valuable addition to fleets across many industries, with a wide variety of applications.” “We look forward to celebrating this important milestone with customers in the coming months.”

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NEWS The latest generation Freightliner Cascadia is designed for fuel efficiency and low-cost operation.

One million Cascadias on the road

THE FREIGHTLINER CASCADIA HAS BECOME THE first North American Class 8 truck to reach the production milestone of one million vehicles. Launched in 2007 and now in its fifth generation of model development, the Cascadia has earned its status as the market-leading Class 8 commercial truck through continuous innovations designed for driver comfort, increased safety, and reduced fuel consumption. The latest generation delivers a 35% improvement in fuel efficiency compared to the original version from 2007. The Cascadia continues to be a trailblazer for innovative features in the industry, and the foundation for transformative projects at Daimler Truck North America. As an example, the Cascadia is serving as the vehicle base for the SuperTruck initiative, the multi-year co-funded project by the Department of Energy (DOE)

that investigates next-generation technologies for heavy-duty commercial trucks and potential product integration into series production trucks. The battery electric Freightliner eCascadia, which launched in 2022, has today driven over 10 million real-world kilometres with customers across more than 50 fleets in the U.S. Looking even further into the future, DTNA also designed an autonomousready Cascadia with redundant safety features, which include braking and steering for a truck tailor-made for autonomous driving functionalities and prepared for the integration of any virtual driver. Currently, the autonomousready Cascadia is being tested as a self-driving truck in real-world operations by Torc Robotics, an independent subsidiary of DTNA since 2019, setting standards for safety on the road. The Freightliner Cascadia has been built in right-hand-drive for Australia and New Zealand since 2019.

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NEWS The Range electrified trailers have shown fuel savings of 36.3% in third-party tests.

Powered trailer trial for DB Schenker CALIFORNIA-BASED POWERED TR AILER DEVELOPER Range Energy has entered a pilot agreement with global logistics company DB Schenker to deploy its electric-powered trailer. During the pilot, Range trailers will be implemented and evaluated in select DB Schenker commercial trucking operations in the second half of this year. Range says its electrified trailers can hook up to any modern dieselpowered truck to immediately improve fuel economy. A recent third-party on-road test achieved a fuel saving of 36.3% and Range’s powered trailers also can double the range of electric semi-trucks. Powering trailers can rapidly ease the transition to electrification for heavy duty truck operators. The pilot roadmap will be established using a planning study that assesses operational factors such as suitable routes, payload considerations, technical support, data sharing, and charging operations. The objective of the pilot phase is for DB Schenker to evaluate Range’s electric-powered

trailers within its live fleet operations as well as analyse key metrics, such as trailer availability and fuel savings, and produce a report detailing a longterm electric trailer rollout strategy for the fleet. “Our trailers are critical for commercial fleets to quickly decarbonise, enhance safety, and improve vehicle efficiency, and we are eager to get them integrated into real world operations happening each day,” said Ali Javidan, CEO and founder, Range. “Kicking off this pilot with DB Schenker is indicative of the continued commercial interest we are receiving, and we look forward to a successful pilot that proves immense fuel and efficiency savings.” DB Schenker is exploring a large number of decarbonisation initiatives across its global logistics operations. “Sustainability is a key focus for DB Schenker, and we are committed to evaluating innovative solutions that can help us reduce emissions and improve efficiency in our logistics operations,” says George Henry, EVP Land Transport, Region Americas, DB Schenker.

European truck market quiet in Q1 2024 THERE WERE MIXED RESULTS FOR THE EU commercial vehicle market in Q1 2024 according to the latest European Automobile Manufacturers’ Association (ACEA) data. While van sales rose, truck sales dipped slightly, despite growth in the electrically chargeable truck market. Bus sales saw a rise, with electrically chargeable buses recording notable gains. The Q1 2024 data sees new EU truck registrations falling by 4% to 85,296 units compared to the same period last year. This was mainly due to a 5.4% decrease in heavy-truck sales and despite a 5% increase in medium truck registrations. Germany and France reported slight decreases of 2.2% and 0.3%, respectively. Spain and Italy defied the trend with robust gains of 15.7% and 6.6%, respectively.

In contrast new EU van sales rose by 12.6%, with nearly 400,000 units sold while bus sales also had a positive start to the year, with registrations surging by 23.3% compared to the first quarter of 2023, totalling 9,624 units. The registration data also confirms diesel maintains its dominance in the truck market in Q1 2024. Diesel trucks accounted for 95.5% of new EU registrations, despite a 4.5% drop compared to the previous year. Electrically chargeable trucks grew by a robust 29.5%, securing almost 2% of the market share, up from 1.4% last year. Germany led this expansion with a 173.7% growth, contributing to 56% of the EU’s electrically chargeable truck sales. Truck & Driver | 15


Two eActros 600 test vehicles are being put into operation in Germany by container logistics company Contargo and recycling specialist Remondis.

Customer trials ahead of eActros 600 launch IN PREPAR ATION FOR ITS FULL-SCALE LAUNCH later this year, the new battery-electric Mercedes-Benz eActros 600 is being tested by two fleet customers. Two test vehicles are being put into operation in Germany by container logistics company Contargo and recycling specialist Remondis. Both companies are part of the global Rethmann Group. Contargo will use its e-truck for several months to transport containers between the port of Wörth am Rhein and various loading and unloading points. The truck is planned to cover more than 800km a day. Initially the vehicle will be charged at a fast-charging station at the Contargo terminal in Karlsruhe. In the near future, Contargo is planning to set up its own charging infrastructure at its depot. According to Contargo, the company is currently building the largest private charging network for heavy-duty electric trucks in Germany, with 90 charging points at 18 locations. Remondis will use a test vehicle in Cologne as part of the so-called HoLa-project. The objective of HoLa is the construction and operation of a high-performance charging infrastructure for battery-electric longdistance transport. In addition to Daimler Truck, other consortium partners from industry and research institutes are also involved in the project. The test vehicle for Remondis is primarily used for the transportation of recycled raw materials and is equipped with a trailer by Kögel. Mercedes-Benz Trucks plans to hand over further test vehicles to customers with different use cases ahead of the official launch. “The testing of e-trucks with customers before the start of production 16 | Truck & Driver

has proven very successful. We are very pleased that Contargo and Remondis will be the first customers to test the eActros 600 in real operation,” says Stina Fagerman, Head of Marketing, Sales and Services at Mercedes-Benz Trucks. The Mercedes-Benz eActros 600 is the upcoming production version of the eActros Long Haul prototype revealed in September 2022 at the IAA Transportation Expo in Hannover, Germany. The high battery capacity of more than 600 kilowatt hours (kWh) – hence the model designation 600 – and a highly efficient electric drive axle developed in-house, enable the Mercedes Benz e-truck to achieve a range of 500km without intermediate charging. Therefore, the eActros 600 will be able to travel significantly more than 1,000km per day. This is made possible by intermediate charging during the legally prescribed driver breaks – even without megawatt-charging. In addition to CCS charging with up to 400kW, the eActros 600 will later also enable megawatt charging (MCS). Customers can order a preinstallation for this, allowing the batteries to be charged from 20-80% in about 30 minutes at a suitable charging station with an output of around one megawatt. When it comes to profitability for fleet operators, Daimler Truck says the electric truck is intended to set new standards, over the long term replacing the majority of diesel trucks in the important long-haul transport segment. The start of series production is planned for the end of 2024. In addition to the tractor unit, Mercedes-Benz Trucks will also produce rigid variants of the eActros 600 from market launch.







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NEWS The new facility will be located at Ruakura Rd.

Sime Darby to make Superhub move CONSTRUCTION WILL BEGIN LATER THIS YEAR ON A new truck service centre for Sime Darby Motors NZ at the fast-growing Ruakura Superhub being developed by Tainui Group Holdings in Hamilton. The company has taken a long-term ground lease on a 2.4ha site with a strong road frontage presence on Ruakura Road. The new facility – expected to be operating from late 2025 – will house multiple Sime Darby Motors NZ businesses including a flagship Volvo showroom, a 14 bay (2600 sqm) truck service centre to support Sime Darby Motors’ four truck franchises (Volvo, Mack, Hino, and UD), plus office space, parts storage and a yard. This will be a significant addition to Sime Darby’s growing Truckstops network. The site is strategically located with direct access to the Waikato Expressway and around 1km from the Ruakura Inland Port, connecting the three major economic nodes of the North Island, Auckland, Hamilton and Tauranga (Golden Triangle). “The Ruakura Superhub site will become our largest truck service centre in the North Island and is part of our ongoing programme of growth and investment in New Zealand,” says Pat McKenna, Sime Darby Motors NZ Managing Director. “This represents significant investment in a key area for our truck servicing customers as the Golden Triangle sees over 40% of New Zealand’s

The facility includes a flagship Volvo showroom and a 14 bay (2600 sqm) truck service centre, plus office space, parts storage and a yard.

18 | Truck & Driver

total freight movement. Chris Joblin, Tainui Group Holdings chief executive, says the new Sime Darby facility will add great value to the growing logistics ecosystem at Ruakura Superhub. “The addition of another key player in the transport industry will add depth, strength and resilience to enhance Ruakura’s value proposition as a comprehensive logistics hub,” Joblin says. The new building is targeting a Greenstar 4 rating – as part of the Superhub’s commitment to sustainability and environmental stewardship. This will include provisions for solar, EV charging stations, rainwater recycling, site landscaping, end of trip amenities for employees including bicycle storage. The consenting and design process is well underway, and once completed, the appointment for a lead construction contractor will go out to tender, including a social procurement component for iwi-owned businesses, setting the scene for construction of the new facility to start in late-2024. The commercial division of Sime Darby Motors is made up of 11 businesses that underpin the transport industry value chain from end to end. The business supplies trucks and materials handling equipment supported by a nationwide aftersales network, parts sales and distribution operation serving body builders, transport operators, and the public.

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NEWS Kenworth C509 prime movers featuring autonomous technology will be used at the Mineral Resources’ (MinRes) Onslow Iron project.

Big iron goes autonomous THE FIRST CONVOY OF KENWORTH C509 PRIME movers featuring autonomous technology has made its way to the Pilbara to support Mineral Resources’ (MinRes) Onslow Iron project. The prime movers were transported via drop-deck trailers, with the trip from Perth to Onslow spanning more than 1,280km and taking two and half days. The vehicles will be based at MinRes’ Truck Maintenance Facility near Onslow while they undertake trials and verification before commencing autonomous operations. MinRes Director of Technology and Innovation David Geraghty said their arrival marks an exciting milestone for the project, with autonomous road trains set to become a game changer in the industry. “The prime movers are being progressively fitted out with autonomous technology by autonomy specialist Hexagon. It’s fantastic to see the first batch arrive in Onslow in preparation of first ore mid-2024,” David said. “They will initially commence as manned operations, with trials and verifications with safety drivers to occur later in the year before we transition to autonomous operations.”

The single-engine road trains are the biggest in the world and can each haul 330 tonnes of iron ore. Autonomous road trains will travel on a 150km dedicated and fenced haul road running from Ken’s Bore mine site to the MinRes Transhipping Terminal at the Port of Ashburton. MinRes Project Manager Marcus Kenny said the road trains would enhance road safety by eliminating interactions with public vehicles. “The haul road is separate to public roads, with tunnels under North West Coastal Highway and Onslow Road, and fenced to keep stock and wild animals off the road,” Marcus said. “Autonomy in mining isn’t about replacing people – it’s about taking them out of dangerous situations and employing their skills elsewhere.” The full fleet of 150 trucks will be fitted with autonomous technology at a rate of around 10 each month. A range of WA-based jobs will be created to support autonomous haulage operations including automation specialists, dispatch and logistic offices, mechanics and auto electricians.

NZ Post cleared for PBT couriers buyout NZ POST HAS RECEIVED CLEARANCE FROM THE Commerce Commission to purchase the courier customer contracts of PBT Group. The transaction is scheduled to be completed in early June with a transition period for customers to move to the NZ Post network to follow. “We are confident that our new customers will benefit from NZ Post’s extensive network and service. We are looking forward to working with these customers and helping them grow their businesses,” says Rhonda Richardson, NZ Post Chief Financial Officer. The transaction only relates to PBT’s courier business and its other services are not affected. PBT says it is working to ensure a smooth transition for its courier customers. “NZ Post is well positioned to take on the parcel delivery side of our business, allowing us to continue focusing on our core offering of Express Freight, Container Cartage, Air & Ocean and logistics business operations,” says Dave Lovegrove, PBT Group Chief Executive.

PBT’s courier business is being purchased by NZ Post.

Truck & Driver | 21

NEWS The top drivers and teams from the Goodyear FIA European Truck Racing Championship are expected to provide the core of the grid for the FIA Motorsport Games.

Truck racing set for Motorsport Games TRUCK R ACING IS ONE OF THE NEW ADDITIONS TO the 2024 FIA Motorsport Games being staged in Spain during October. An expanded line-up of 26 different motorsport categories are set to feature at the third Motorsport Games in Valencia from October 23-27. Teams from the Goodyear FIA European Truck Racing Championship will compete at Circuit Ricardo Tormo, with series regulars expected to be joined by a host of international racers who compete in truck racing championships from around the world. The format will feature two 30-minute practice sessions, followed by qualifying. A qualifying race will set the grid order for the 35-minute main race to determine the medal winners. The trucks set to race in Valencia will not only be the biggest machines to compete at this year’s FIA Motorsport Games, they also will be some of the most environmentally sustainable. The Goodyear FIA ETRC was the first-ever motorsport series to successfully switch to a 100% sustainable fuel in 2021, and with the bioLNG-powered Iveco S-Way NP pace truck, the championship has reduced its carbon emissions on the race track by up to 92% over the past three years. Officially launched in 1984, the FIA European Truck Racing Championship features vehicles from leading manufacturers, including IVECO, Freightliner, MAN, Scania and Ford. In 2024, the championship will compete at major venues throughout Europe, including Misano (Italy), Nürburgring (Germany), and Le Mans (France). It will finish its championship season in Jarama (Spain) in early October before heading to Valencia at the end of that same month for the FIA Motorsport Games’ Truck Racing competition. 22 | Truck & Driver

“We have a stellar roster of drivers who are not only passionate about representing their nations but also dedicated to showcasing the thrill and excitement of truck racing to a global audience,” says European Truck Racing Association (ERTA) Managing Director Georg Fuchs. SRO Motorsports Group and the FIA will rely on the support of the European Truck Racing Association, the promoter of Goodyear FIA European Truck Racing Championship, as well as the promoters of different national truck racing series, to build the entry list. “We’re thrilled to not only bring the excitement of truck racing to the FIA Motorsport Games but also offer enthusiasts the opportunity to experience it first hand,” said Janine Meyer, Director of Operations at ETRA. “We also have a few trucks available from some teams. If anyone likes to try their hands at a new discipline, get in contact.” The biennial FIA Motorsport Games were established in 2019 along the lines of an “Olympics of Motorsport” with competitors representing their countries, initially in six disciplines at the inaugural Rome event. The second event in Marseille in 2022 (postponed from 2021 due to Covid-19) featured 16 events across circuit, rally, drifting, autocross, karting and Esports. “Our dream for the FIA Motorsport Games is to have a range of motorsport categories that are as broad and diverse as possible. Having Truck Racing now part of the Games for 2024 certainly fits that ambition,” says Stéphane Ratel, who co-founded the FIA Motorsport Games with the FIA. “We have no doubt that the Truck Racing battle for the gold medal is going to be an incredible fan favourite in Valencia, and I can’t wait to see them in action – drivers flying the flag for their home nation.”

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Truck & Driver | 25

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Before the T-Way can leave the McLeans Island quarry, its load of crusher dust needs to be sprayed down.

NE OF THE RECENT CHANGES IN THE `down under’ truck manufacturing industry was the mid-2022 closure of Iveco’s Australian assembly plant at Dandenong, near Melbourne. The facility remains for specialist builds and customisation work, but Australasia-specific models have been phased out. The closure also fast-tracked the introduction of Iveco’s latest generation S-Way and T-Way models built in Spain, providing customers with upgraded technology including Euro VI emissions compliance, new safety features and a significant exterior styling update. It’s a change which is also introducing a new look into a Christchurch-based fleet which is a long-time Iveco loyalist. For about 20 years the Aussie-built Iveco PowerStar bonneted trucks in a distinctive blue livery have been the calling card of Christchurch-based KB Construction and Quarries. The smart colours and brand loyalty remain a constant, but the revised Iveco model line-up and sourcing is gradually introducing a cab-over element into the KBCQ fleet. First up the company introduced an X-Way 8x4 and its most recent upgrade is the arrival of two new T-Way 6x4 tippers which have been working around the Garden City since December 2023. KBCQ was founded 52 years ago by Kevin Blair, who remains active in the business while the day-to-day running is in the hands of his sons Mike and Dave. Along with operating two quarries on the outskirts of Christchurch, the company develops residential subdivisions, does earthmoving work, road construction and drainage, as well as aggregate supply and delivery. From it’s base at Bromley on the eastern side of Christchurch, KBCQ runs a fleet of 10 tippers, down slightly on a peak of 14 units during the main period of Christchurch’s Southern Motorway and Northern Corridor construction. The current line-up includes the X-Way, the new T-Way duo and seven PowerStars working in a mix of

truck and trailer and artic combinations. The trucks support an extensive fleet of excavators, graders, loaders, water carts and quarrying equipment. Mike Blair explains the loyalty to Iveco has evolved from the early days of the company. “We’ve been in business since 1972 and we started out mostly with International ACCOs. Over the years we went to International S-Lines and the Internationals then became Ivecos. We’ve stayed with Iveco ever since apart from a few Macks,” he says. “It’s been a good relationship with Iveco and mainly with [South Island salesman] Struan, [Syme] who looks after us. “Our business runs on relationships and the ability to sit down and talk things through if something goes wrong. “It’s the same with excavators. We are 99% Hitachi and we’ve had a good run working with Cable-Price for a long time,” Mike says. “The Ivecos are well-suited to what we do. A while back we looked at an S-Way but it’s more of a highway truck and the T-Way is better suited to our type of work which has a bit of offroad stuff at some building sites and around the quarries.” The move to PowerStars about 20 years ago was as a replacement for a fleet of International S-Lines. “We’ve always had a preference for bonneted trucks and that was the main reason for going to the PowerStars. We would have stayed with the PowerStars if they were still available,” Mike says. A foundation of KBCQs operation has been operating latemodel equipment and taking care of the gear with an in-house maintenance programme. The company has its own workshop facility with the staff well-versed in the regular maintenance of both the Iveco fleet and the earthmoving equipment. The facility includes two truck bays, two full-length truck and trailer bays and a full truck and trailer lift was recently added. “The trucks go back to the workshop every night and any issues are sorted. They get a full check every couple of weeks and it’s very Truck & Driver | 27

Driver James Horvath has made the change from one of KB’s Iveco PowerStars into the new T-Way.

rare for any of our trucks to have a problem when they go away for a cert,” Mike says. The job description for the KBCQ trucks is a varied one. Along with the two quarries – one at Miner’s Rd near Templeton and the other at McLean’s Island – there’s also a yard in Mace’s Rd, just around the corner from the office and workshop, which effectively operates as a transfer station. Local builders bring fill and a small amount of demo material to the Mace’s Rd yard and can purchase aggregates there. This month’s Giti Tyres New Zealand Truck & Driver Big Test is our second look at the new generation Iveco T-Way. The first was the 4x4 spreader operated by Brooks Spreading in the Nelson region and fittingly we stay in the South Island – where the Iveco brand has always enjoyed its strongest following – for this test. KBCQ put the two trucks on the road a few days part in early December. New tipper bodies and refurbished four-axle trailers – previously in use with the PowerStars – are both the work of Christchurch’s Guy Norris Engineering with the trailers riding on SAF axles and airbags. The small Christchurch body builder company has a reputation for durability and build quality and is another partner with a long association with KBCQ. The specification choice for the new T-Way duo is Day Cab configuration with the 510hp (375kW) version of the 12.9-litre Cursor 13 in-line six cylinder engine. Peak power arrives at 1900rpm while the 2300Nm torque curve flat-lines between 900-1550rpm. Iveco’s latest Euro VI (step e) specification includes DPF and Hi-e SCR (Selective Catalytic Reduction) after-treatment of the exhaust with diesel oxidation catalyst and clean-up catalyst.

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Tipping off the four-axle trailer built in Christchurch by Guy Norris Engineering.

The 16-speed ZF TraXon 16TX 2440 TO automated manual transmission makes smooth shifts and offers close-ratio response with the standard 3.79:1 final drive ratio. It has 1:1 gearing in 15th and a 0.82:1 overdriven top gear. The KBCQ T-Way’s ride on the standard 8-bag rear air suspension rated at 26,000kg with leaf springs at the front rated at 8000kg. The T-Way has disc brakes with a three-stage exhaust brake while the Super Single steer tyres are 385/65 R22.5 Continentals with Bridgestone M840 drive tyres in 295/80 R 22.5 sizing. Only a few details including beacons and stone guards are fitted over and above the standard specification.

“We put the polished alloys on and dressed them up a bit with the chrome door handles and some Iveco branding,” says Struan Syme from Iveco New Zealand. “The trucks are pretty much stock standard apart from the stone guards and the diamond buttoned leather on the roof and B-pillars. We put that in mainly because of the environment the trucks are working in. The dust gets inside, and the fabric would get pretty dirty.” It’s a mild Christchurch autumn morning when we meet driver James Horvath and the T-Way at the Mace’s Rd depot. James typically makes a 6am start and he’s already completed his first

Above: The T-Way bumper design provides plenty of ground clearance for quarry and construction site work.

Below left: The KB Contracting & Quarries Iveco PowerStar bonneted trucks are a familiar sight on Christchurch roads. Below right: James Horvath and Raymond Thompson are driving the new T-Way duo. round trip of the day. Once loaded with clean fill to be dumped at the McLean’s Island quarry, we skirt east-west across the northern part of Christchurch in the morning rush hour. “Everywhere is busy at this time,” says James. “In the evening it’s only work traffic but at this time of day it’s work and school traffic and it’s crazy. My first trip this morning was only 90 minutes, but this one will be at least two hours – maybe longer. Even on the motorway we can be stop-start.” James has worked at KBCQ for six years. He originally hails from Banbury, near Oxford, in the UK and says a move into truck driving has been an enjoyable career change from the sales roles he held in the UK. “I came here [New Zealand] in 2005 for a lifestyle change and I didn’t want to end up doing exactly the same thing I was doing back home,” he says. “I had done some 7.5 ton work in the UK on a car licence and when I came to New Zealand my brother-in-law had all of his licences and I thought `well I could do that’. “I just worked my way up all the different sizes. I started off at

30 | Truck & Driver

Ready Mix with my Class 2, and when I left, I had my Class 5. But they didn’t have much truck and trailer work for me. “So, I went to Australia and did truck-and-dog work for a while doing demo work, then containers for a few years. “When I came back here six years ago Mike [Blair] gave me chance and I’ve been here ever since. “It’s a second generation family business and they are good people to work for. They tell you what you’re doing and as long as we are here on time and get the job done, they pretty much leave you alone.” Most of James’ driving experience has been behind the wheel of Ivecos and Scanias, although he’s also driven International S-Lines, Macks and Mercedes. “This is the first brand-new truck I’ve ever had. All the others were hand-me-downs,” he says. “I drove three of the PowerStars before getting this one. The last one had done half-a-million Ks.” From December last year till late-April the new T-Way has travelled just over 20,000km. The majority of that work is within – or around

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the fringes of – Christchurch city. “We don’t tend to go out of town very much,” says James. “We helped build the runway out at Birdling’s Flat (near Lake Ellesmere) but that was with the old truck. We generally stay this side of the [Port] Hills and close to the city. “Mainly we go from the two quarries out to job sites or bring product from the quarry to the Mace’s yard which supplies customers on this side of town. It saves them going to the quarry, which can be a two-hour round trip. “We also take out clean fill and some construction demolition, but they have to be separate loads. We pick up all sorts of different things – dirt, concrete, asphalt and pipes - if people dig it up, they bring it here.” James says the T-Way is slightly heavier than the PowerStar it has replaced but there is noticeably more responsive performance. There’s nowhere on our Big Test trips with an open road speed limit that allows us travel at 90kph, but the Iveco accelerates smoothly and feels relaxed using 1300rpm in top gear at 80kph, picking up about 300rpm on a kickdown when it drops a little below 80kph. The 16-speed transmission shifts smoothly and James is happy to

let the electronics decide on the shifts. “I don’t normally drive in manual mode. I know there are guys who do,” he says. “These trucks are pretty much `point and shoot’ and they’re easy to drive. I can drive a Roadranger, but my left leg is still the same size as my right one,” he says. “If we’re spreading, I will run it in manual. We do a lot of spreading on the road construction jobs.” The T-Way and four-axle tipper run on a 50-tonne permit carrying a 30-tonne payload. “It’s very rare for us to be working truck-only and we’re backloaded most of the time except if we’re delivering to a customer,” says James. “It’s between three and five trips a day depending on where we are working and it’s usually about 300-350km each day. “Typically, it’s 6am till 6pm Monday to Friday and sometimes a Saturday, but not very often lately. When we were doing the Southern Motorway and the Northern Corridor we were doing every Saturday.” The truck James compares the new T-Way to is the 500hp PowerStar he drove previously.

Truck & Driver | 33

The typical working day for the T-Way is three to five trips working between the two KB quarries, the Mace’s Rd depot (pictured) and job sites around Christchurch. “Obviously, you’re sitting over the front so there’s better visibility and there isn’t a blind spot over the bonnet. There’s better torque and while it’s not much more powerful, you do notice a difference. And it’s way more comfortable because it’s new and hasn’t done half-a-million Ks.” There are however more similarities to the PowerStar than there are differences. “It’s very similar to the old truck. It’s the same cab frame with a different dash and better mirrors. The PowerStar had a bonnet in the

34 | Truck & Driver

front of the cab and a slightly smaller deck. It was 500hp and this one is 510hp. “Inside the actual frame of the dash is the same, but some the switches are new, and the layout is different. “One thing you notice is that the [engine] fan seems to be running a bit more of the time. It might be because you’re sitting pretty much on top of it, or it could be that there’s less space around the engine and less airflow than on the bonneted trucks. “The exhaust brake is much better than the old one. It’s more

effective and has four stages – 25% each stage. I’m using the service brake much less.” The T-Way conforms with the fuel efficiency expectations of modern Euro VI trucks. “I put less fuel in, but it uses more AdBlue and it has a smaller tank [only 60 litres],” says James. “I top it [the AdBlue tank] up every three days. I can comfortably get three days out of a tank but I’m not game to try for a fourth day. On the old truck I was getting 10 to 14 days on a tank.” James says the large Hi-e SCR module on the left side of the truck takes up a lot of space. “The toolbox is smaller, and I’ve lost my water bottle for hand washing.” Improved comfort comes with a few minor compromises on interior space. “I’m used to the walk-through on the old cab without the tunnel and I find there’s a bit less legroom,” says James. “And if I really want to nit-pick, I’d say it’s not quite as easy to get in and out of as the PowerStar was. The steps aren’t in quite as much of a natural location.” But the comfort and visibility are the best attributes of the T-Way.

“The seat is a lot more comfortable compared to an old seat that had done half-a-million Ks. It’s a more supportive seat with air adjustment, high and low lumbar adjustment and it’s heated for when we get some frosty mornings.” There’s also reach and rake adjustment for the leather steering wheel which has fingertip controls for the audio, phone, and info display. James the visibility both forwards and from the power adjustable mirrors is noticeably improved. “I think the blind spot mirrors are better on the bottom. They used to be on the bottom on the PowerStars, then they [Iveco] moved them to the top and now they are back on the bottom. I think that’s from some driver feedback because they are better there.” There’s a folding left armrest on the driver’s seat and James says there are enough storage compartments and handy cup holders for his coffee mug. A 25-litre fridge is optional on T-Way Sleeper Cab models but there’s no room in the Day Cab. The air conditioning warms

Truck & Driver | 35

or cools the cab to keep up with the extremes of the Canterbury seasons and keep the screen demisted. “It’s the same fan unit as the old trucks. Same controls and buttons and the mirrors are heated.” Among the technology features of the T-Way are ESP, lane keep assist, adaptive cruise control, rain sensor wipers, LED headlights (low and high beam), daytime running lights and auto lights. There’s a 7.0-inch touchscreen display, a day-night dash illumination switch and both 12V and USB charging points. Bluetooth along with Apple CarPlay and Android Auto is included. “I find the cruise control really useful, and it’s got a speed limiter as well. You can set a limit if you are just crawling along in traffic,” James says. “On the PowerStars you could dump the airbags but on this one you can raise and lower the suspension. Raising up the rear was useful on a job we did recently with a paver machine.” One of the truck’s tech features is sourced from Guy Norris Engineering. “It’s got an angle sensor on the drawbar that when you’re jack-knifing gives you a warning that you’re getting near the limit, which is adjustable, and I’ve set mine quite early.” Working on construction sites and around quarries can mean some slippery conditions. “It’s got diff locks and cross locks which work well and there’s Hill Assist Control for when you are starting on a slope. There’s also a Rocking Mode to help you if you get stuck but I’ve never used it. “It’s got a good pump on the hoist and the PTO is also different. It’s direct drive from the engine while the older one drove off the gearbox. That meant you had to be stationary to engage it, so this is a bit more versatile.” Moving into a new cabover truck from the bonneted PowerStar hasn’t been any problem for James. Working with the same trailer has made it an easy transition when jack-knifing the unit and working in tight spaces. “It’s a slightly heavier truck than the PowerStar and without a

The new truck works with a refurbished tipper trailer from one of the previous Iveco PowerStar units.

36 | Truck & Driver

bonnet the bin is a bit bigger. It means we can cart more volume when it’s a light product but most of our product doesn’t fill the truck.” The tipper controls are mounted atop the engine tunnel with a large storage box which James has divided with some Kmart plastic containers. James says the diamond button padding on the ceiling and B-pillar doesn’t only look good, it also contributes to the quietness within the cabin. “The insulation from outside is very good and it’s definitely quiet inside. You get toots from the loader drivers once you’re loaded and sometimes it’s hard to hear them in here.” James likes to keep the inside of the truck clean and has some help in this regard with a compressed air hose – running from the driver’s seat air supply – to blow out the cabin. “Dust can be a real problem and I try to keep it tidy in here. But you can’t use it for too long or you end up sitting on the floor,” he says. With our first load tipped off at the landfill James checks the bins before driving back through the quarry to give the bins a wash. “Sometimes it comes off clean and sometimes you’re in the back shovelling stuff for a few minutes.” There’s a load of crusher dust to be collected at the grading plant and carted back to top up the supplies at Mace’s Rd. It’s the heaviest of the three loads we cart during the test, crossing the weighbridge at 48,540kg but it makes no difference to how the T-Way pulls away from roundabouts and intersections and smoothly builds up to 80kph on roads where the traffic has eased again. In three trips across the city, we have experienced a taste of the varied work which the KBCQ trucks are doing every. day. The blue Ivecos – old and new – are well-suited to the role and are part of a well-oiled operation which keeps empty running to a bare minimum and plays a key role in the growth of the Christchurch region.





Phil Hawkes 027 701 4000

Paul (Skippy) Goodman 021 701 110

Auckland 8 Oak Road, Wiri

Hamilton 18 Evolution Drive, Horotiu

0800 862 496

Christchurch 56 Edmonton Rd, Hornby

Hayden Woolston


HE IVECO NEW MODEL ROLL-OUT IS marching on. Last year we tested the new S-Way 570hp linehaul model and also the 4x4 T-Way in spreader specification. Our third Giti Tyres Big Test experience is with the T-Way as a 6x4 tipper. This month we’ve caught up with one of two new T-Ways working around Christchurch in the familiar blue KB Contracting and Quarries livery. This truck has the 510hp version of the 12.9-litre Cursor 13 six-cylinder engine and a 16-speed ZF TraXon automated manual transmission. There is a big range of T-Way options for all sorts of applications which includes 360, 410, 450 and 510hp engines and 4x4, 6x4, 6x6, and 8x4 configurations. The choices should suit most of the tougher applications in this country, especially with the more robust build and extra ground clearance the T-Way offers over and above the S-Way model.

38 | Truck & Driver

Our job today is carting construction waste to the KBCQ quarry out at McLean’s Island and then taking whatever grade of aggregate is needed for their depot on the eastern side of town. The new T-Way looks good with its chrome door handles and Iveco logo running down the driver and passengers door. It has a tough look to it but also has some stylish lines and detail touches. Once in the cab for my run I’m surprised to find the buttoned leather interior on the roof and B-pillar. Salesman Struan Syme explains this is added locally on all trucks to stop dust from getting into the standard fabric trim. It seems like a really good idea and also helps with reducing noise levels inside the cab. Moving into the city traffic is as easy

as selecting drive mode, releasing the brake and giving the 510hp engine a small amount of throttle. The run takes me from the eastern side of Christchurch across the north side of the city towards the airport and involves plenty of traffic light stop-starts and roundabouts. Driver James Horvath says the traffic can be an issue, but I explain to him that it can’t be as bad as Auckland. And it’s not. As we head off, I pull the left-side arm rest

• SPECIFICATIONS • down and settle into the drive with ease. From the driver’s seat everything has a familiar feel from our recent S-Way and T-Way spreader tests and James, and I are able chat away as we head to the quarry with very little outside noise intrusion. As we negotiate the first couple of intersections it dawns on me that the mirrors are very good. They have actually been changed around, with the spotter convex mirror no longer at the top of the mirror unit. With this model they have repositioned it at the bottom and both James and I find that to be an improvement. The driveability of this truck is best described as smooth and easy. Even using the kick down pedal you just can’t seem to make the truck rev out. It just wants to cruise along without any fuss and gets up to speed without too much hard work. This seems similar to a lot of the new trucks these days. They seem to be geared to not let drivers rev them out push to make the most of the mid-range torque. One thing I think can still be improved on the latest Ivecos is the amount of room in the driver’s footwell. The pedals seem close together and I found myself not being able to get the kick down

on the throttle pedal as my foot was not quite placed right. The engine brake works really well in the city traffic and 80kph limited sections. It doesn’t take me long to get used to just using the different levels instead of the brake for slowing at intersections and roundabouts. As with most new trucks these days the new T-Way comes with a bunch of technology for safety and driver assistance. This includes ESP, lane keep assist, and adaptive cruise control safety features plus the convenience of rain sensor wipers, a 7.0-inch touchscreen display with Bluetooth and Apple CarPlay and Android Auto included also. As well as the touch screen a lot of the driver functions can be controlled from the steering wheel and stalks. My drive comes to an end a bit too quickly. It’s been an enjoyable experience in a capable truck that’s well-suited to this role and I find myself thinking will we see more Iveco tippers out on the roads than we have in the past. Only time will tell, but I’m pretty sure the South Island will see more as Iveco already has a healthy market share with southern operators for one reason or another.

Iveco T-Way 510 AD 6x4 Engine: Iveco Cursor 13 in-line six cylinder Hi-eSCR (Euro 6, Step E) Capacity: 12.9-litres Maximum Power: 375kW (510hp) at 1600-1900rpm Maximum Torque: 2300Nm (1696 ft-lb) at 900-1550rpm Fuel capacity: Diesel 390 litres, AdBlue 60 litres Transmission: ZF TraXon 16TX 2440 TO 16-speed automated manual Ratios: 1st – 14.68

9th – 3.22

2nd – 12.05

10th – 2.64

3rd – 9.92

11th – 2.17

4th – 8.14

12th – 1.78

5th – 6.78

13th – 1.49

6th – 5.56

14th – 1.22

7th – 4.57

15th – 1.00

8th – 3.75

16th – 0.82

Reverse: R1 – 14.14, R2 – 11.61, R3 – 3.10, R4 – 2.54 Final Drive ratio: 3.79:1 Front axle: 8,000kg rating Rear axles: Tandem drive IVECO 453291ADB with Hub reduction (26,000kg max axle loading) Brakes: Front and rear discs with ABS/EBS and Brake Assist System and Advanced Emergency Braking Auxiliary brakes: 3-stage engine brake Front suspension: Parabolic leaf spring with stabiliser bar Rear suspension: 8-airbag Electronic Control Air Suspension GVM: 26,000kg GCM: 60,000kg

Truck & Driver | 39





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11/9/2023 12:00 pm

Driving the economy

The new Fairfield Road Rail Freight Hub near Ashburton opened in mid-April.

Collaboration makes the wheels of industry go round I by Dom Kalasih Interim Chief Executive Ia Ara Aotearoa Transporting New Zealand

T WAS GREAT TO ATTEND THE OPENING ceremony of the Fairfield Road Rail Freight Hub, which was officially opened by Transport Minister Simeon Brown on April 19. Congratulations to the leadership of the Wareing Group, with the support and commitment of the local council, KiwiRail, and the previous and current governments. One of the things that I have been concerned about previously are government policies to drive modal shift for the sake of achieving some arbitrary mode share distribution. The Fairfield Freight Hub demonstrates that the big issue is transport, not just modal share. The Fairfield Freight Hub is a great demonstration of thinking strategically about the movement of goods, looking at the availability of assets and infrastructure – containers, trucks, trains, ports, and road – and the impacts and outcomes of the solution on things like environment and society. The hub is a tremendous facility which I have no doubt is good for transport and NZ Inc., not to mention the local economy, and we wish it every success.

Workforce The recent changes to the immigration pathways for drivers remain a concern for us, in particular, the uncertainty they have presented to some immigrant drivers, as well as the industry’s capability to manage demand volatility. Ultimately, we believe the changes jeopardise the economic growth and freight task that the government wants to achieve. There is already considerable concern that there will not be sufficient staff to do the Cyclone Gabrielle recovery work, as well as the truck drivers needed for the Roads of National Significance programme. Given the global shortage of truck drivers, losing favourable access to immigrant drivers will mean New Zealand is likely to lose, with many experienced, highly skilled migrant drivers choosing other countries. While respecting that the immigration policy lies with one of his fellow ministers when we raised our concerns with Minister Brown, his view was that his colleague Erica Standford was open to reconsidering the policy if demand requires, but we’ll have to wait and see. Truck & Driver | 41

Driving the economy

Ministerial focus In our meeting with Minister Brown, he seemed more upbeat than we were about getting the Roads of National Significance delivered, and getting land transport rules changed, which will boost productivity and have safety benefits. Time will tell! It was, however, refreshing to see that the coalition government seems to be quite intent on being more agile and responsive. ANZAC Day I find ANZAC Day one of the most sobering holidays on our national calendar. The thought that over half of the 20,000 Australian and New Zealand troops that landed at Gallipoli were killed or wounded, and the conditions they faced, is frightening. The levels of bravery and commitment of the soldiers who went to war is something I find difficult to comprehend and I can only imagine. I think it is very good that we respectfully commemorate it. As ANZAC Day approached, I saw a number of stories in the media about the future of RSAs. I’ve listened with interest because many of the challenges that the RSAs face are not dissimilar to member organisations like ours and it’s good to see these issues trying to be addressed. I hope an enduring solution is found to ensure that the sacrifices that service people made continue to be honoured. HSWA Act The judge-alone trial hearing the Maritime NZ charges against Tony Gibson, former Port of Auckland CE, breaching the health and safety legislation, is underway. The trial is expected to last several weeks. It is the first time a New Zealand chief executive has been charged over a workplace fatality. Maritime NZ prosecutors claim there were “systemic deficiencies” in terms of health and safety procedures at the port under Gibson’s watch and they argue he failed to use his “influence, power, and resource” around the boardroom and executive to properly monitor those failures and ensure necessary steps were taken to keep workers safe. “An officer who can influence the organisation’s health and safety performance must do all that they are reasonably able to do: the buck stops with them,” prosecutors allege. However, Gibson’s defence lawyer, John Billington, KC, says his client 42 | Truck & Driver

cannot be held “criminally negligent” for the tragedy of worker Pala’amo Kalati’s death. While Gibson had overall responsibility for port operations, he was not personally liable for the failures of individual systems and staff over which he had no direct control, Billington argued. This case will have implications for transport businesses and we will follow it with interest. Fewer grape spillages Figures show a fall in spillage numbers, and a huge drop in the spill size in this year’s Marlborough grape harvest. Late last year, a collaborative initiative between Wine Marlborough, wine growers, harvesters, harvest transport operators, infrastructure groups, Police, and Transporting New Zealand led to the development of guidelines intended to help cut the number of grape spillages. I’d love to say we can take some credit for this but our next step is to keep an open mind and understand the causal and contributing factors in the reduction in spills. If the Wine Harvest Guidelines for Transporting Grapes is found to be a key factor in reducing spills, that will make an excellent case study and support a similar approach benefiting other issues. Less spillage on the road and more wine in bottles is a great win-win. Dom Kalasih

Driving the economy

Words and photos: David Killick

Otira puts the epic into driving


T’S NOT A DRIVER’S delight, but it’s as picturesque as it gets! The Otira Gorge and Arthurs Pass road is a panorama of steep, narrow roads that twist and turn. There’s sheer mountain sides and scree slope to one side. A precipitous drop to a roaring stream far below. Mist-shrouded forests. And it’s a constantly changing place: snowcovered and icy in winter, a blaze of vivid red rata flowers in summer – with rain, fog, sunshine and pretty much every season in between. State Highway 73 through Arthur’s Pass, named in the mid-1800s after pioneer Arthur Dudley Dobson – is challenging. The road through the pass first opened in 1865, connecting Canterbury with the West Coast during the Gold Rush boom. Travelling between the two was an epic adventure that included fording rivers in a stagecoach and navigating mud and shingle. The Otira rail tunnel opened in 1920 – an epic engineering feat. Coal trains as well as the scenic TranzAlpine still travel this route and you can discover more about its history by stopping off at the little township of Otira, where you can check out the quirky pub. Another remarkable engineering achievement, the Otira Viaduct, opened in 1999. It replaces the previous perilous route over the scree slope. There used to be a hairy one-way section. The overhang,

with rockfall protection and a waterfall gushing over a chute on top of you, remains, but at least it’s two-way now – though only just. Motorists are advised not to take caravans and trailers. At the top you can stop for views of the viaduct and the memorably named Death’s Corner. The road is still challenging. You can’t drive very fast. You should always take utmost care. On the very top of the viaduct, a truck stalled. Poor guy. The cab shook as the driver restarted the engine, but it didn’t roll back and then the truck

was on its way again. Driving skills come to the fore. It’s a shame that many Kiwi motorists are not so patient, like the SUV driver who insisted on passing on the viaduct itself, and then tailgated the truck right in its blind spot. Pretty stupid. Soon, though, he was stuck by roadworks. Then rain set in. Despite advances in roading and vehicle technology, Arthur’s Pass reminds you that nature is still the boss.

Truck & Driver | 43

Evolved, refined, technologically advanced, the new K220 takes the driver experience to the Next Level. WWW.SPT.CO.NZ

*TRP assist 0508 22 55 77 EMAIL:

TARANAKI Adam McIntosh

AUCKLAND 027 525 0015 Steve Willcocks Mitchell Redington 021 555 326


WAIKATO Adam McIntosh Tim Finlay

027 603 1023 021 452 805

BAY OF PLENTY - GISBORNE 021 452 805 Tim Finlay

SOUTH ISLAND Mike Gillespie Chris Gray Richard Reid

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Driving the economy

Get your nominations in

There are four categories of awards going at the South Island Seminar in June, and the North Island Summit in October. These are the guidelines for the industry award nominations, but we accept any form of nomination which can be emailed to us by Monday June 3 at: Information to assist with the entry process The Ia Ara Aotearoa Transporting New Zealand Industry Awards recognise best practice or behaviour and honour an individual, organisation, or company that has gone above and beyond in raising skills, industry awareness, safety practices, knowledge, training, innovation or expertise. The awards will honour activities and achievements that ultimately improve the daily lives of the public or ensure the industry is a rewarding and safe environment to work in. Categories • VTNZ Supreme Contribution to NZ Road Transport • FRUEHAUF Outstanding Contribution to Innovation • EROAD Outstanding Contribution to Health and Safety • EROAD Young Driver of the Year (under 35)

What the judges are looking for? Companies, or individuals, who have made an exceptional contribution to some aspect of the road transport industry by way of innovation, safety, industry awareness, and training, or implemented processes that have had a positive outcome on staff and/or customers. Business/nominee description Please include some background on the business, including how long it

has been operating, and tell us why the nominee and/or business should be the winner. Your key points of difference, such as: • Do you/the person, or company you are nominating have a stand-out product or service? • Are your, or the company’s, staff culture and education programmes or specific health and safety practices working? • What’s special about the nominee that makes them stand out? • Have you, or one of your team, done something to enhance awareness of our industry, in a positive way?

Award categories details VTNZ Supreme Contribution to NZ Road Transport Award criteria Any activity or achievement within the industry will make someone eligible for the award including (but not exclusively) any of the following: • Actions, or activities, which enhance the public standing of our industry • Positive advancement of the industry’s values among staff and/or customers • Mentoring of colleagues and staff within an organisation, or across our industry as a whole • Long-term commitment to the road transport industry and contribution to its ongoing success Truck & Driver | 45

Driving the economy

The nomination could also specify: • The challenges and degree of difficulty faced in achieving the outcome • The time and effort involved in working towards the outcome • The length of time the nominee has been involved in the road transport industry and any other actions, or activities, over that time which have also made a contribution to the road transport industry

FRUEHAUF Outstanding Contribution to Innovation criteria Any activity or achievement within the industry will be eligible for the award including (but not exclusively) any of the following: • Technical or mechanical innovations with demonstrable commercial applications that improve efficiency, safety and/or increase cost efficiency • Managerial or organisational innovations that result in improved business processes and/or more efficient handling of goods, improved client relations, or any other aspects of a business’s operation • Encouragement or promotion of the benefits of innovative systems within an organisation or company or the industry as a whole. The nomination could also specify: • The challenges and degree of difficulty faced in achieving the outcome • Measurable ways in which the activity caused an improved health and safety environment and/or outcomes • The time and effort involved in working towards the outcome • The length of time the nominee has been involved in the road transport industry and any other actions or activities over that time which have also made a contribution to the road transport industry.

organisation or company, either individually, or with other organisations or companies • Promotion of the need for effective health and safety programmes within the industry • Encouragement of the merits of active health and safety interventions within an organisation or company The nomination could also specify: • The challenges and degree of difficulty faced in achieving the outcome • Measurable ways in which the activity caused an improved health and safety environment and/or outcomes • The time and effort involved in working towards the outcome EROAD Young Driver of the Year (under 35) We welcome nominations for any young person within the industry who displays skills including (but not exclusively) any of the following: • Actions or activities by a young driver in the road transport industry that enhances the public standing of the industry • Successful promotion of the road transport industry as a career pathway to young people and new entrants into the workforce • An innovative approach to industry practices that helps to encourage and enhance young people in road transport • Recognition of a young person’s participation and outstanding success in training or professional development to enhance their career in road transport

EROAD Outstanding Contribution to Health and Safety Award criteria

The nomination could also specify: • The challenges and degree of difficulty faced in achieving the outcome • Measurable ways in which the activity caused an improved health and safety environment and/or outcomes • The time and effort involved in working towards the outcome

Any activity or achievement within the industry will make someone eligible for the award including (but not exclusively) any of the following: • Development and inception of health and safety innovations, or programmes, which have demonstrably improved the health and safety performance of an

Judging panel The panel of judges will be made up of industry leaders. Judges decisions will be final.

Ia Ara Aotearoa Transporting New Zealand’s team is available to asist our members around New Zealand Ia Ara Aotearoa – Transporting New Zealand PO Box 1778, Wellington 04 472 3877

Dom Kalasih, Interim Chief Executive 04 471 8285 • 027 441 4309 Vicki Harris, Membership Adviser 027 534 3848 46 | 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


James Murray • Free Phone: 0800 451 451 • Mobile: 0212283246 Email: 62 Greywacke Road, Harewood, CHRISTCHURCH




Helping tame wild rivers is something MBD Contracting is good at. Increasingly extreme weather events are likely to keep the company busy for years.

GPS Tracking – eRUC – Job Management – eLogbook 0800 447 735 48 | Truck & Driver

Story Brian Cowan Photos Gerald Shacklock

GPS Tracking – eRUC – Job Management – eLogbook 0800 447 735 Truck & Driver | 49

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One-way bridges are a distinctive feature of the West Coast’s road network. T’S A QUARRY, JIM, BUT NOT AS WE GENERALLY KNOW IT. OK, the stuff that comes out of a typical quarry might sometimes start out as solid rock, but by the time it has been processed the individual bits won’t be all that big. Not so the output of the Wainihinihini quarry (20km inland from Kumara on SH73) operated by Greymouth-based MBD Contracting. These are seriously big goolies, lumps of granite that weigh an average of five tonnes each – but for some specific applications like seaport protection walls they can go as high as 15-tonnes a stone! In that case they are carted on semi tipulators, and there have been times when a single rock has made up the whole load. The rocks are not only big, but also way up on hardness. MBD is one of the few companies around that specialises in granite, sometimes called ‘armour rock’. It’s at the top end of minerals (other than diamond) for wear resistance and lack of faulting, making it ideal for seaport entrances and riverbank protection works, where it can withstand the erosion effects of turbulent water environments, while the individual stones are big enough not to be pushed around in those same environments as well. By the standards of a lot of fleets, MBD Contracting is comparatively young, being incorporated only in 2007. The letters in the name stand for three of the four founding shareholders – Murray Wilkins, Ben Haddock and Darren Richardson. The current 50/50 partners, Ben and Darren, joke that the ‘C’ in Contracting stood for the fourth partner, Colin Thompson. Prior to 2007, Murray and Colin had operated smaller independent contracting companies, Murray Wilkins Contracting and Thompson Contracting. Murray concentrated on general civil work and the maintenance of KiwiRail’s lines on the West Coast, while Colin’s business was involved more in quarrying, larger rock and earthworks.

Both companies had been in operation since the early`90s and given their comparatively small size and the diverse range of their activities the amalgamation made sense in terms of potential for future growth. Of MBD’s founding quartet, Murray Wilkins sold up in 2013 to pursue a career in dairy farming. A year later Colin Thompson was unfortunately diagnosed with terminal cancer and died a short time after, leaving the still-young remaining pair (at the time Ben was 32 and Darren 30) as sole owners. Darren’s early career after he left school in the late 1990s started in forestry, then with Colin, his father-in-law. There followed a stint in Christchurch working for Works Infrastructure (Downers) under Alan Stanton and Garry Ikin, before moving back to Greymouth and joining Colin again before taking up a shareholding in 2005. For his part, Ben had been brought up around the goldmining and civil contracting that was his father’s (Peter Haddock) business, but when he left school around the same time as Darren, he took up an apprenticeship as a fitter and turner with Equip Engineering. Completing this, he moved in another direction, buying his first digger, a 12-tonne Hitachi EX120, and dry-hiring it out. This brought him into contact with Colin. Shortly after, he sold the digger and joined Thompson Contracting as a machine operator, later being offered a shareholding at the same time as Darren. As a trucking fleet, MBD is relatively small, just eight units, backing up an extensive line-up of excavators and associated civil construction machinery. Nor has the fleet grown markedly since 2007, when the newly formed company had five or six units. Brands at the time were a mix of Mercedes-Benz and Nissan/UD. For a while, UDs remained popular, explains Darren Richardson: “We also bought a couple of Hinos, then for a time moved into Scanias, and from 2018 we’ve been mainly in the Southpac camp, with Kenworth and DAF.” Truck & Driver | 51

The current fleet comprises two new Kenworth T610 SAR tractor units and six DAF CF 6x4 tippers linked to four-axle trailers. Two of the DAFs are near new, while two of the older ones are about to be replaced by a pair of T410 Kenworths. The primary role for the tractor units is transporting the range of diggers, graders and other earthmoving gear operated by the company but when not engaged in this work they are hooked to tipulator semis and help out with rock cartage. The fleet colour scheme is emphatically not in your face, featuring an overall silver colour for the cabs with a discreet company name at the cab front and sides, plus black-painted bodies. However, it’s rather elegant, and the near-new and well-maintained units don’t look at all what you’d expect from a civil contracting fleet that spends some of its time off-road. The sort of work being done now by MBD hasn’t changed markedly since its inception, says Darren: “Thompson Contracting bought the rockworks and earthworks for the likes of stop banks and emergency protection, which is still the major part of our business, while Murray had the smaller civil and rail work. “If anything, the smaller private work – such as driveways, retaining walls and the like – has fallen away over the years. Our main focus now is on larger projects, and often with Government and local government clients such as NZTA, KiwiRail and councils rather than smaller private.”

52 | Truck & Driver

This has included a 13-year association with Environment Canterbury (ECan), managing the View Hill quarry near Oxford. Over this period MBD produced, stockpiled and delivered more than 500,000 tonnes of basalt rock for river protection works on the Waimakariri River, as well as other rivers and streams in the wider region. Darren recalls how the company’s large rock activity has grown: “In 2011, our first contract with ECan was for 20,000 tonnes. At the time it was a large amount of rock for one job, but that was only a beginning. “And on the West Coast over the past 17 years we have grown the quarry rock side of the business, to the point where we’re now producing, carting, and placing over 100,000 tonnes per year. We’ve had one-off jobs after storms involving 70-80,000 tonnes. If we got a 100,000 tonne job tomorrow, we would be able to do it no drama – the guys know exactly what to do.” The upgrading of stopbanks to protect Franz Josef village in South Westland from the adjoining Waiho River has been a significant project for MBD. Site works include raising of the existing stopbanks and construction of a new 800m long section of stopbank. Rock is supplied from MBD’s Whataroa Quarry, carted and placed on the raised and newly constructed gravel stopbank. On the day the NZ Truck & Driver team visits the company, around half the fleet is working out of the Wainihinihini quarry and carting to a protection site on the banks of the Taramakau River near Jacksons, around 20km away off SH73 towards Arthur’s Pass.

Two diggers are working off a stockpile of bigger stones at the bottom of the face, feeding a continuous shuttle of trucks that are carting the stone to where the river protection work is under way. At the quarry we catch up with Sean “Cossie” Costelloe, at the wheel of a near-new DAF truck and trailer. Cossie has been with MBD for five years and reckons it’s a great work environment. He’s had a varied driving career, including stints with Aratuna, TNL, Road Metals and Crofts – and, though he enjoyed each of them. His current position is great, he says: “The gear is top line, the work is varied, and there is a really friendly, relaxed attitude. You get treated as if you are working with the bosses rather than for them. There is never any pressure to do more than what you can in the time available. In fact, we get told off for rushing, because that can compromise health and safety and lead to mistakes. “One of the things I really like about the Coast is that you’re often working in remote areas, away from other traffic. Down in South Westland, for example, you might be lucky to see half a dozen cars in a whole day.” “And you’d be surprised how much distance we cover. Even on a job like this, close to the quarry, you can cover up to 500km in a day.” Cossie’s passion is with the trucks, he says: “If need be, I can hop on a digger and load myself, because we’re all certified – but a fulltime digger job wouldn’t be for me.” Though the primary output of the Wainihinihini quarry is the bigger stones, the smaller pieces left over from the blasting are also

Main: Kenworth T610s are used primarily for transporter duties, but regularly also back up for rock cartage. Above: Another load of granite boulders heads out from the Wainihinihini quarry.

Truck & Driver | 53

Co-owner Ben Haddock (far left)with the new MBD Kenworth T610 SAR (also below) and Sean Costelloe (left) who loves his new DAF, and really enjoys working in remote areas, where other traffic is sparse.

used for infill on the major protection banks and for maintaining access roads. At the moment the company is operating two full-time quarry crews, down from three previously, but it has seven A-Grade quarry managers. The partners admit that by industry standards that’s high for the size of the business, and not without ongoing cost given the demands of a continuous professional development programme, but it ensures a high level of understanding of the health and safety issues across the workforce. The very characteristics of hardness and wear resistance that make granite ideal for riverbank protection and seawall work have a downside. “It’s hell on gear,” says Ben Haddock. “Unless the equipment is specifically set up to handle it, it will be destroyed within a few months.

54 | Truck & Driver

“When a truck tips off granite at night time you can see the sparks as it tears metal off the deck. No other rock – not basalt, limestone schist or whatever – is anywhere near as aggressive.” Guy Norris Engineering has become the sole supplier of truck bodies for MBD since 2014. The partners agree the Christchurch firm “does an excellent job.” Given the brutal nature of the big granite blocks the deck material used, naturally enough, is Hardox steel. “We try to replace the trucks between 500,000 and 700,000km, not much more,” says Darren. “Generally, that equates to about five to seven years, which means they are quite new with still a good service life ahead of them. “The bodies are quite a large factor here, of course, because given the type of work we do they are starting to wear at this stage, but they still have plenty of life in them for less extreme applications like carting more conventional earth and gravel.” The high level of reliability offered by the near-new trucks is

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This page: Guy Norris Engineering tipper bodies in Hardox steel offer light weight and high wear resistance for handling ‘armour’ rock. Opposite page: Transporter ready to deliver a grader to an access road job. Fleet colour scheme is simple but effective. critically important as well, Darren adds: “Our work is spread out over a big area, down as far as the Gates of Haast – that’s more than 300km away from base with little servicing support. “Our extensive use of truck and trailer units for carting rock has been somewhat novel for the West Coast, where operators have traditionally used semis or single 6x4 trucks with heavy steel box section bodies for their rock work. “When we started the contract with Environment Canterbury in 2010, we noted the popularity of truck and trailer combinations on the East Coast and have brought that thinking back here. And the

use of Hardox not only improves the wear resistance of our bodies but makes them much lighter, which maximises our payloads. This makes it much more cost-effective when shifting big tonnages.” Up till now, MBD is not applied for heavy vehicle permits for its fleet, keeping the truck and trailer combinations to 45t under the VDAM rule. The company is now investigating H-rating, though it might only apply to a small number of routes on the West Coast, given the many bridges with low load limits. Further to that, as Darren points out, the rock work means the company needs to be an early responder to emergencies such as




56 | Truck & Driver

road slips and stop bank breaches, making it difficult to have set routes: “As a result, we’re looking at set areas in close proximity to our quarries. In any event, any H permits we decide on are unlikely to be more than 50t.” The tipping bodies use Edbro hoists, while the trailers run on air suspension and disc-braked SAF axles. That has been a no-brainer in terms of maintenance coasts, says Darren: “The temporary access roads the trucks often have to travel on lead to high wear rates on the moving parts in steel-sprung suspensions. “We’ve had a dream run by way of longevity with our air

suspension and disc brakes, and they are also so simple and easy to replace if that’s needed. Before we went this route, we were sometimes getting not much more than 20,000km out of a set of brake shoes – and if we didn’t catch them in time and the drum was damaged it could become really expensive.” Though the workshop at the company’s Greymouth headquarters is primarily concerned with the repair and maintenance of the diggers and excavators, it also looks after routine servicing of the truck fleet, while any warranty work or mandatory major servicing is handled by Southpac agent HDPS Engineering in Christchurch.

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Above: Above: Guy Norris Engineering tipper bodies in Hardox steel offer light weight and high wear resistance for handling ‘armour’ rock. Bottom: Not your average load of gravel! Monster rocks can go five tonnes or more. In addition to the workshop the headquarters boast a spacious yard and an extensive office complex – but that’s a far cry from the beginning in 2007 when home was, as Ben puts it “a pair of 40ft containers with a roof between them, and a couple of Portacoms.” Two years on, the four partners bit the bullet, bought an empty site further down the street, and constructed the brand-new buildings. At the time it was a brave move but – in the light of subsequent growth – a farsighted one. Highway maintenance on the West Coast is a fundamental part of the everyday work that MBD carries out, as a subcontractor under the umbrella of Fulton Hogan. The relationship has been going now for nine years and has been a very successful one, says Darren.

“Having previously worked for some other large civil groups and found them quite demanding, we were a little tentative at the beginning, but we have found FH wonderful to work with, very accommodating. It is more of a partnership than a contractor/ subcontractor relationship. “We typically handle the larger events on their behalf, things like slips and major washouts and river protection work. On the West Coast, FH’s primary focus is road maintenance and sealing, so they have a big sealing crew, but they have no larger machinery on the Coast at present, so that’s where we come into play with our more heavy-duty gear.” Maintenance of KiwiRail’s network on the Coast is another major

Truck & Driver | 59

element of MBD’s activities. The work covers all routine aspects of day-to-day maintenance including re-sleepering, re-railing, assembling and installing turnouts, cleaning out drains, transposing rail, track tamping, vegetation clearance and culvert installation. On top of that the company is on standby around the clock for emergency work, supplying the people, plant and equipment to handle problems that are threatening to or have closed the rail corridor. This includes reinstating rail embankments, clearing slips, assisting with derailments and carrying out rock protection projects around bridge abutments and for track stabilisation to reinstate the operation of the rail corridor. Setting up the gear that can share an environment with trains – and just as importantly, the operators who can work in that environment – is no simple task. The MBD staff hold the relevant levels of Track Protection certification which allow them to place protection and work on track unsupervised. The company has its own radio call sign, enabling staff to apply for, set up and operate work sites within the rail environment. In addition, train control radios allow the operators to maintain contact with train control and be immediately advised of any changes to traffic on the track. The company has nine hi-rail machines and vehicles that are certified by Kiwi Rail to operate on the rail corridor. They include specialised equipment and machine attachments to assist with daily maintenance works – squeezers to lift and place railway sleepers, tampers to vibrate ballast under sleepers, a mower to clear bush and grass from beside the track, an undercutter to cut under the track formation to remove mudspots and a dump truck used to cart materials and equipment within the rail corridor. And just like trucks the machines have to go through a six-monthly fitness certificate. All of the equipment has been designed and built to KiwiRail specifications and certified by their engineers as well as by an approved independent engineer before entering the rail corridor. The excavator-based maintenance units aren’t cheap, costing over half a million dollars each to buy and set up. MBD has also handled several reconstruction projects for KiwiRail on the West Coast, stabilising slip-prone

areas of the corridor and rebuilding sections across boggy ground. They have included the rehabilitation of the Hinau Straight on the Stillwater-Ngakawau line, where the rail formation was suffering structural and hydraulic issues, caused when repeated dynamic loading had resulted in severe mud spots. Another major rail project the company was involved in was the stabilising of the Midland line alongside the Grey River at Omoto. The adjoining hillside had been susceptible to subsidence, and MBD supplied, carted and placed gravel and graded rock on the riverbank for major contractor Fulton Hogan. Given the potentially high-risk of a lot of the company’s activities, safety is always at the forefront of the directors’ minds. As Ben puts it: “Any issues are quickly highlighted in this game, and if you make a mistake, you can pay a pretty big price.” Consequently, health and safety are very much to the fore. MBD has been independently audited by Telarc and has received the ISO 45001 health and safety certification. In 2018 to company also won the ACC Workplace Safety award at the Development West Coast excellence awards. Commitment to quality management and environmental protection is just as wholehearted, being reflected in certification under ISO 90001 and ISO14001 respectively. Which leads on to the question of how to recruit and retain competent staff. Is that a problem on the comparatively sparselypopulated West Coast? Not so, says Darren: “We are very lucky with staff retention, and many of our team have been with us since virtually the beginning. However, we’re always on the lookout for new talent. When we get new staff, we look for experience in the first instance, or put them with experienced people until we’re ready to turn them loose. “We find that not putting people under pressure, treating them well, means they are ultimately more relaxed and efficient in what they do.” This concern for staff wellbeing is replicated in an equally strong (and typically West Coast) engagement with the local community. MBD supports a massive range of local organisations and activities, from sports clubs through to festivals and support groups.

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60 | Truck & Driver

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New Zealand’s first I


F THE ‘BEHIND EVERY GREAT MAN…’ ADAGE IS TRUE, THEN IT’S safe to say that behind every great transport operator there’s been a great truck. Over the past 60 years Kenworth is a name that’s been synonymous with such outstanding trucks here in NZ, and regardless of configuration, size, or powertrain, over the years they have invariably been on some amazing journeys – here’s the first story about one of these Southpac Legends. As with most things, it’s always good to start at the beginning, and what better place than this 848 from 1964, carrying the chassis number 81687. This conventional, tandem axle Kenworth actually arrived on NZ shores alongside a sister Kenworth, however, it was the first registered and took pride of place as fleet number 57 at NZ Forestry Products in Tokoroa on or about March 6, 1964. Under the 848’s bonnet was a turbocharged NH Cummins developing 280hp, meaning that this new Kenworth was a game changing pioneer for the NZ road transport industry. Especially when you consider the trucks it replaced were 190hp, carrying 25-tonnes of logs maximum, (most carried 20-tonnes), this new Kenworth turned up and could cart a 35-tonne payload no problem. “It was a huge step towards efficiency, of which New Zealand was one of the most efficient logging countries in the world back then, especially in road transport,” says Barry Caulfield who has spent the past decade

62 | Truck & Driver

restoring this iconic truck. The 848 stayed at NZFP up until around 1986/7 where it went to auction along with a whole lot of forestry gear. It was bought by AF Porter from Te Kowhai, given a rock body and began its next career, moving rocks in NZ quarries. Taupo-based JS Burrows Ltd was next to own the 848, followed by Rasmussen Contractors in Waihi. It was then moved to Taumarunui, firstly doing a stint at King Country Earth Compaction and then Jilesen Contractors, where it was ‘destroyed’. Barry says that their driver was coming down a steep hill out of the quarry, it was thick with fog, and he couldn’t see. “He drove into a rock that was the size of a house and it knocked the front axle back, squashed the air cleaner and bent the dash right up in the air. It completely destroyed it. And that was the condition it was in when I got it,” Barry explains. In fact, the 848 made one last stop before heading Barry’s way, and that was to Allen Mills & Sons in Dannevirke. Barry recalls that around a decade ago Allen Mills had the Kenworth in his shed. “Allen needed an engine for one of their Kenworths, and I had a cabover Peterbilt with a nice engine, so we swapped.” Barry says that 848 was a bit rough when it arrived, with the cab itself being the biggest issue.







1,2,3: N.Z. Forest Products Ltd. - Tokoroa 4: A.F. Porter Ltd. - Te Kowhai

5: Rasmussen ContractorsLtd. - Waihi 6: Barry Caulfield - Awakeri


7: Mercer Transport Museum - Mercer He says, “they were all steel cabs back then, Kenworth aluminium didn’t start until about ‘66 and we didn’t see them here until ‘67/8. But by my calculations, there were only around eight Kenworths that ever came to NZ with steel cabs, so getting a replacement cab was an issue.” However, as luck would have it, Barry was on holiday in Portland, Oregon and drove past a house that had a steel Kenworth in its garden, and it was exactly the one he needed. “So, I knocked on the door and said, ‘can I buy that truck in your garden?’.” Ironically, or maybe fittingly, the truck in the garden was originally owned by American timberland company, Weyerhaeuser. Barry cut the chassis off the cabin and bought the whole front quarter, saying that the owner gladly kept the rest because steel was worth good money back then. And so, the restoration began. “Everything has been kept standard. It’s still got the original engine and transmission,” says Barry. “It’s been reconditioned many times and being a forest truck, it’s probably been tipped over several times in its life, but it’s all original, right down to its Bostrom air seat.” Barry explains that when the Bostrom seats came out they had a huge flat air bag under them, a lot different to what we know as air suspension seats today. ‘Quite a unique looking seat’. Barry says that although he’s had the 848 for quite a while now, the actual build time for him so far is probably around five years, and it’s not finished yet.

“You start these jobs, and you can only do things when parts pop up, you can’t just go down the road to get them.” However, he adds that he’s now got all the parts to finish it, and it only needs glass and wiring, and the refurbished original seats being put back in. ‘It just needs a week or so for the finishing touches to be done’. Barry adds, “the sign writing has to go on too, NZFP in black writing across the door and their logo and fleet number 57 up front. But it’s still an original orange cab and black chassis truck.” As for how many miles this truck has travelled, Barry says he has no idea. “They worked 24 hours a day off-highway, so it could have easily done 50-100,000 miles per year, and from when it arrived in ‘64 to when it ‘retired’ in ’87. That’s a lot of miles.” What’s more, even during its extensive refurbishment, NZ’s first Kenworth is still clocking up the miles. It’s already been on show at the Kenworth 100 celebration held earlier this year, and when finally completed it will be travelling to the future Mercer Transport Museum for all to come and see – but the Kenworth’s current owner (and museum creator/curator) Dave Carr says that’s still a little while away yet.

Truck & Driver | 63

Where could it take us ?

Hydrogen network up and running


Transport and Energy Minister Simeon Brown refuels the Hyundai XCIENT fuel cell truck.

By: Colin Smith APRIL 23 IN AUCKLAND SAW THE LAUNCH of New Zealand’s first green hydrogen refuelling network. But in reality the opening of the first three Hiringa Refuelling-Waitomo Group hydrogen stations for heavy trucks marked the beginning of an entirely new industry. The world-class infrastructure will power large-scale decarbonisation efforts for New Zealand’s heavy transport sector starting with three refuelling stations – at Wiri, Te Rapa and Palmerston North. A fourth station in Tauranga is progressing as part of the new Tauriko SH29 roading infrastructure. Once the Tauriko location is operational the green energy network is positioned to service 95% of the heavy freight routes across the North Island including the “Golden Triangle” of freight movement (between Auckland, Hamilton and Tauranga). With 25% of New Zealand’s transport emissions coming from the heavy transport sector, despite only making up 4% of the vehicles on the roads, this marks a groundbreaking step towards decarbonising the country’s heavy transportation sector. The network allows hydrogen-powered trucks such as the Hyundai XCIENT operated by NZ Post to go into full-scale commercial operation, enabling heavy transport to begin its transition to zero-emission alternatives. A significant ramp-up in the programme comes in the second half of this year when the first of 20 Hyzon fuel cell trucks currently being completed and tested in Melbourne

will reach New Zealand. Those trucks will be leased by TR Group to a range of customers who are focusing on decarbonisation efforts. The refuelling stations are powered by clean, renewable energy and equipped with state-of-the-art technology, enabling hydrogen-powered heavy transport vehicles such as trucks and buses to refuel with green hydrogen in 10 to 20 minutes. The green hydrogen is produced onsite by an electrolyser. Electrolysis works by passing electricity through water, to separate hydrogen from oxygen. For green hydrogen, the electricity comes from renewable sources like solar or wind power,

and since the electricity is clean, the only by-product is pure oxygen, which is released into the atmosphere. Once produced the hydrogen is then compressed and stored onsite before being dispensed into a heavy vehicle. Hydrogen is a clean alternative to the fossil fuels being used in transport and industry and it can be used in both fuel cell electric vehicles and in dual-fuel or dedicated hydrogen combustion engine vehicles. Network infrastructure establishment received support from the New Zealand Government via a $16M loan, growth capital from key investors including Sir Stephen Tindall’s fund K1W1, and international Hiringa Energy CEO Andrew Clennett.

Truck & Driver | 65


Where could it take us ?

The NZ Post Hyundai XCIENT will now be able to work 24/7 with the launch of the green hydrogen refuelling network. investment from Mitsui & Co., Ltd. and Green Impact Partners alongside Hiringa Energy. The network was officially opened by Minister of Energy and Transport, Hon Simeon Brown. “Hydrogen can play an important role in decarbonising a number of industries and sectors, such as fertiliser and methanol production, and potentially steel production,” Mr Brown says. “Hydrogen could also have great potential for decarbonising heavy road transport. Road transport carries over 90% of our domestic goods by weight and is a crucial sector for our economy and exports. “Our Government plans to double the supply of renewable energy which will play an important role in supporting the development of the hydrogen sector. “As a country with one of the most highly renewable electricity systems in the world already, and significant potential to generate new renewable electricity, we have a clear opportunity for green hydrogen production,” Mr Brown says. Speaking at the launch Andrew Clennett, Chief Executive Officer of Hiringa told guests that hydrogen was one of multiple decarbonisation tools, but was especially suited to heavy transport. “It’s crucial that we rise above the debate of `is it this or is it that, or what is the silver bullet and who is the winner or loser?,” Mr Clennett says. “We need to stop procrastinating so we 66 | Truck & Driver

are not left behind in this global transition. Every activity that takes place in the modern economy has a degree of uniqueness to it. “The solutions to transition these activities to thrive in the low carbon economy are also going to be as varied. We need all the tools in the toolkit – hydrogen, batteries, biofuels, renewable generation and things we haven’t even thought of. “Just to take our existing supply chain and get our products to the market across the world it will need multiple tools in the toolkit. “For truck fleets, hydrogen enables quick delivery of the fuel into the vehicles for high utilisation. We can get so much energy into the vehicle quickly so it can go and earn its keep. It will also be able to carry greater payload.” He says if there is a determined effort to drive the scale of hydrogen investment, price parity with diesel can be achieved by the end of the decade. Another speaker at the launch was Simon Parham, Chief Executive Officer of Waitomo Group. “It’s a historic day,” Mr Parham said. “This is a day I’m going to look back on and tell my grandchildren about. “This network isn’t just about infrastructure, it’s a gateway to a hydrogen fleet.” Mr Parham said it was important to build scale into hydrogen transport. “We have the network, now we need the trucks. This is where central government can

play a pivotal role,” he said. “Any incentive for private business to acquire hydrogen trucks is a game-changer. Scale will drive cost reductions and overall parity. “The math is simple. One hydrogen truck equals the carbon reduction of about 100 to 150 EVs. This is where the decarbonisation prize exists. So let’s go for it.” Parham says it would a surprise for many in New Zealand to learn an actual hydrogen network exists. “It’s not a pipe dream. It’s not a vision. It not unicorn that will happen in the 2030s. The future is here today. “The winners in the future are the ones acting and leveraging their assts today. And those who use their influence to create the change and the transition.” The local organisation with the most early experience of operating a hydrogen truck is NZ Post. Its Hyundai XCIENT Fuel Cell truck has been deployed on commercial operations since 2023, having completed more than 70,000kms. It’s the equivalent of eliminating the need for an estimated 29,700 litres of diesel which represents 80 tonnes of carbon dioxide equivalent. David Walsh, Chief Executive Officer at NZ Post says that while it has been a success seeing their hydrogen truck demonstrating this technology and travelling over 350kms a day (using slower mobile refuelling) having the heavy-duty refuelling network in place will be instrumental in enabling NZ Post to


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Where could it take us ?


The hydrogen fuel cell Hyzon Prime Mover trucks are being assembled in Melbourne and are due to begin arriving in New Zealand soon.

use the truck on longer distances. “With rapid refuelling now available this will allow us to operate the hydrogen truck seven days a week, 24 hours a day, with zero emissions,” he said. Hiringa Refuelling New Zealand is a subsidiary of green hydrogen energy company Hiringa Energy, focused on deploying a nationwide high capacity, open

access hydrogen refuelling network to service heavy road transport. Founded in 2017 in Taranaki, Hiringa Energy is dedicated to building and operating green hydrogen production and infrastructure to displace fossil fuels in heavy transport and industrial feedstock, as well as working with technology and transport suppliers to introduce a full

suite of hydrogen powered solutions to customers. Displays at the launch event indicated plans for stage two of the hydrogen network with sites at Whangarei, Gisborne, Taupo, Napier, New Plymouth and Wellington. South Island locations were indicated for Nelson, Blenheim, Christchurch, Greymouth, Queenstown and Dunedin.

Green hydrogen energy, electrolysis, and fuel cells – the basics ELECTROLYSIS IS THE PROCESS OF USING ELECTRICITY TO separate water into hydrogen and oxygen. This reaction takes place in a unit called an electrolyser. Green hydrogen is hydrogen produced by splitting water molecules through electrolysis, powered by renewable energy sources like solar or wind power. This makes it a renewable fuel with low to zero emissions associated with its production, as opposed to traditional hydrogen production methods that rely on fossil fuels and release greenhouse gases. There are different types of electrolysers, with the most common being PEM (polymer electrolyte membrane) and alkaline electrolysers. They both have an anode and cathode (similar to a battery) and when

an electrical current is applied to the water, hydrogen is produced at the cathode and oxygen at the anode. A fuel cell creates a chemical reaction of hydrogen and oxygen to release energy in the form of electricity. As such, hydrogen fuel cells’ only emission is water vapour. This is effectively the reverse of the electrolysis process. In a fuel cell electric vehicle, hydrogen is stored in high pressure tanks (typically at 350-bar) and supplied to the fuel cell. The electricity generated onboard is used to drive the electric motors and is also stored in a battery for when full performance is required. Because the fuel cell is generating electricity the battery size required in a fuel cell vehicle is significantly smaller – and lighter – than for a battery electric vehicle. Truck & Driver | 69


Where could it take us ?

Cleaning up in California

The Tri-gen facility at Port of Long Beach is decarbonising Toyota’s vehicle import and distribution process. THE OPENING OF A FIRST-OF-ITS-KIND `TRI-GEN’ SYSTEM AT the Port of Long Beach, California provides a showcase for sustainable hydrogen-based energy solutions in the future. The ground-breaking facility, developed by FuelCell Energy and Toyota Motor North America uses biogas to produce renewable electricity, renewable hydrogen, and usable water. It was built to support the vehicle processing and distribution centre for Toyota Logistics Services (TLS) at Long Beach, Toyota’s largest North American vehicle processing facility that receives approximately 200,000 new Toyota and Lexus vehicles annually. Thanks to FuelCell Energy’s Tri-gen platform, TLS Long Beach is Toyota’s first port vehicle processing facility powered by 100% onsite generated renewable electricity. FuelCell Energy’s innovative fuel cell technology uses an electrochemical process that converts directed renewable biogas into electricity, hydrogen, and usable water with a highly efficient, combustion-free process that emits virtually no air pollutants. Tri-gen produces 2.3-megawatts of renewable electricity, part of which will be utilised by TLS Long Beach to support its operations at the port. Excess electricity is delivered to the local utility, Southern California Edison, under the California Bioenergy Market

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Adjustment Tariff (BioMAT) programme, adding a renewable, resilient, and affordable baseload electric generation resource to the electric grid. Tri-gen can also produce up to 1,200 kg/day of hydrogen for the fuelling needs of Toyota’s incoming light-duty fuel cell electric vehicle (FCEV) Mirai while also supplying hydrogen to the adjacent heavy-duty hydrogen refuelling station to support the FCEV Kenworth T680 Class 8 trucks based at Long Beach. The water by-product from the hydrogen generation can produce up to 5,300 litres of usable water per day, which is being repurposed for TLS car wash operations for vehicles that come into port before customer delivery. This helps reduce the demand on the constrained local water supplies by approximately 1.9 million litres per year. By supporting TLS operations at the Port of Long Beach, Tri-gen is also expected to help reduce more than 8,100 tonnes of CO₂ emissions from the power grid each year. Tri-gen will also help avoid more than six tons of grid NOx emissions and using hydrogen-powered fuel cell trucks in port operations has the potential to reduce diesel consumption by more than 1.5 million litres annually.




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NCAP regime announced for trucks THE EURO NCAP (EUROPEAN NEW CAR ASSESSMENT Programme) organisation which has campaigned for passenger car safety since 1997 – and has extended its influence into light commercial vehicle segments – is developing a new Truck Safe rating scheme. The future scheme, which intends to include crash testing of trucks from 2030, is in direct response to data showing that while trucks represent only 3% of vehicles on Europe’s roads they are involved in almost 15% of all EU road fatalities. Euro NCAP is currently considering a range of elements to evaluate and benchmark truck performance as part of the Truck Safe rating. The initiative was launched in Munich at the recent NCAP24 event, in front of an audience of international road safety experts and industry, including DAF, Scania, Volvo, and ZF who demonstrated their state-of-the-art technologies. “Sadly, when trucks are involved in crashes, their size and weight mean there is a greater risk of fatalities – especially to more vulnerable road users (VRUs),” says Dr. Michiel van Ratingen, Secretary General Euro NCAP. Euro NCAP is highlighting the need for trucks to be better equipped with life-saving technologies, particularly related to crash avoidance, vision, and aspects of post-crash rescue. The rating protocols are expected to be formally published by the end of May. “By publicly presenting the procedures and requirements ahead of the rating, we hope that industry will take note and react accordingly,” says Dr van Ratingen. EuroNCAP says its best practice test methods developed over the last decade for passenger cars can be turned into useful guidelines for the design of future, safer heavy trucks. “Over the past 12 months, we have worked closely with vehicle manufacturers to develop the tests and consulted with different stakeholders across Europe including distributors,

EuroNCAP safety testing for trucks will focus on protection of vulnerable road users (top) and set standards for visibility (below).

Truck & Driver | 73

hauliers, insurers, city authorities, legislators, and strategic road organisations to fully understand the complexities of making trucks and roads safer,” says Matthew Avery, Director of Strategy Development Euro NCAP. “The future Truck Safe rating will incentivise good safety performance in both cities and highways and allow optimisation of operational safety and cost. “New regulatory requirements have forced manufacturers to increase safety performance. However, our aim is to progress towards best practices in all types of vehicle safety, rather than just meeting minimum standards, a goal we have successfully achieved with passenger cars.” The Truck Safe rating will put much of its focus on protecting vulnerable road users (VRUs) such as pedestrians and cyclists. Truck accidents vary significantly depending on the type of road environment (city or highway) as well as the collision partner (passenger car or VRU). The new tests will emulate real world collisions and encourage manufacturers to fit collision avoidance technologies and improve driver vision. In the future, Euro NCAP will expand the programme to include crash protection as well. The approach taken by Euro NCAP is designed to highlight technologies that are both cost-effective and deliver on safety and allow operators to select the safest vehicle for a particular role. “Road transport plays an integral and vital role in our economies. Safer roads are key to this, but it’s complex,” says Ulric Långberg, Swedish Association of Road Transport Companies. “There isn’t one solution. It’s about taking a holistic approach to making both trucks and roads safer: from driver behaviour and monitoring; to road infrastructure; to adopting assisted driving technologies currently available on cars; and looking at the structure of trucks and how they perform in accidents. “The sooner we recognise that safety technologies on trucks lag behind those on cars, the quicker we will be able to reduce the number of fatal accidents involving trucks.” Trucks play a vital role in a vibrant and productive economy. However, data shows there is a disproportionate number of truck-

related fatalities across Europe. Euro NCAP’s future rating scheme is designed to go further and faster than current EU truck safety regulations, while also driving innovation and balancing the needs of the different commercial vehicle sectors across Europe. Euro NCAP says it is highlighting a need for trucks to be better equipped with life-saving technologies, particularly related to crash avoidance, vision, and aspects of post-crash rescue. The protocols will be formally published soon and demonstrate that best practice test methods developed over the last decade for passenger cars can be turned into useful guidelines for the design of future, safer heavy trucks. As manufacturers respond to the tests, the requirements will evolve. In 2027, increased active safety requirements around manoeuvring will be required; then in 2030, Euro NCAP will start the crash testing of trucks to encourage better passive safety protection. The vehicles will be tested by sector and will focus on city delivery, highway distribution, long haul, and tipper and refuse trucks. The first release of ratings will be announced in November 2024. “Euro NCAP’s new Truck Safe rating scheme will be a first for the sector and will enable all stakeholders in the freight industry to identify and assess the safety level of trucks,” says Matthew Avery. “Not only will this deliver enhanced safety for drivers but also create opportunities for those operators that invest in the safest vehicles, making the scheme attractive to insurers and freight shippers alike. “In creating a market for safety, Euro NCAP will encourage manufacturers and suppliers to innovate, further increasing the safety benefits of the scheme as the ratings evolve. “Cities and regional authorities will be able to clearly identify the best vehicles for their roads and incentivise adoption, and companies will be able to easily determine the safest vehicle suitable for the role,” Avery says. The new rating builds on Euro NCAP’s successful Light Commercial Van safety scheme. All protocols and requirements are being developed in collaboration with Euro NCAP members, and test facilities and reviewed with manufacturers.

EuroNCAP says the performance of Autonomous Emergency Braking (AEB) systems in trucks can be further improved.

74 | Truck & Driver

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Decoding the safety technology

A number of key safety technologies will be assessed by Euro NCAP for the new Truck Safe Rating. ISA (Intelligent Speed Adaptation) Speed is a contributing factor in many crashes and, while trucks have top speed limiters for highways, they do not prevent speeding on other road types. ISA can automatically read the speed limit and control the speed of the vehicle, meaning the driver can focus on the road and not worry about breaking the law. The system uses cameras and GPS mapping to identify the correct limit and warn the driver if they exceed the limit or even prevent the truck from speeding in the first place. These systems can even read the variable speed limits used on some motorways and autobahns. AEB (Autonomous Emergency Braking) AEB has been fitted to trucks for some years and uses radars fitted at the front, sometimes using a camera to help identify the collision object. However, its performance has not been as high as passenger cars where a 40% reduction in front to rear crashes has been achieved. Euro NCAP believes these systems could be better and help reduce the 9% of car occupant fatalities and 17% of truck occupant fatalities that occur when a truck runs into the back of another vehicle. AEB VRU (Vulnerable Road Users) Euro NCAP has tested AEB for pedestrians since 2016, and all new cars will react and

brake for crossing pedestrians – adults and children. However, only one truck has a system in production. These systems often fuse cameras, and radar data, and warn the driver or even automatically brake. Euro NCAP wants all manufacturers to fit AEB systems that can not only detect crossing pedestrians but also cyclists, and even eScooter riders. It is thought that systems like these could prevent a third of all HGVto-pedestrian crashes. Lane Support Systems (LSS) Trucks running off the road or veering into the opposite lane account for 40% of fatalities from single-vehicle crashes and 4% of those from head-on collisions. Lane Support Systems can prevent these crashes and while a warning is obligatory in new vehicles, Euro NCAP will test for systems that can prevent the vehicle moving out of lane by actively steering the vehicle. Lane Support Systems use cameras to identify white lines and road edges where there are no white lines. Nearside Turn AEB and Move Off Prevention There are certain crashes where the basic design of trucks is a contributory factor. The cabs are high off the road and while they offer a commanding driving position to help drivers manoeuvre the vehicle they make it difficult for drivers to see pedestrians and

Blind spot detection and AEB systems which monitor the proximity of near-side road users are part of the EuroNCAP rating scheme.

76 | Truck & Driver

cyclists near to the truck. Collisions like this represent around 6% of all fatalities and can be divided into two types: Those where a truck turns to the nearside across the path of a cyclist, and where a pedestrian is hit when the truck moves off from rest. Truck makers are responding to this by increasing what is known as direct vision – lower cabs, bigger windows, and low-level windows in the passenger door. Euro NCAP will be testing systems that can identify an imminent collision with cyclist or pedestrian and intervene more quickly than an attentive driver would do. These systems use sensors on the front and side of the vehicle actively scanning these blind spots. Camera Monitor Systems (eMirrors) The fitment of electronic mirrors (eMirrors) effectively replaces an actual mirror with a tiny camera and present a large field of view with less image distortion than equivalent mirrors. In some cases, they can even adapt the view to the driving situation (e.g. giving a wider angle when an articulated vehicle is turning so the driver can still see the rear of the trailer). These systems can also be especially useful when integrated with blind spot information and warning systems, to focus the attention of the driver on the cab location where the potential hazard can be seen, identified and avoided.

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About 400 trucks were called into the Paengaroa CVSC during the NZI Truckie Rest Zone.

Revive and survive TRUCKIES WERE DEPARTING FROM THE PAENGAROA Commercial Vehicle Safety Centre (CVSC) on State Highway 33 in the Bay of Plenty on Thursday 2 May with a toot and a friendly wave. It was a busy day at the CVSC as NZI held its fifth NZI Truckie Rest Zone event for 2024. About 400 trucks were called into the CVSC for compulsory breath testing during the five hours of the event and 132 drivers took up the chance to stop, enjoy a free barbeque and coffee, plus learn a little more about the dangers of fatigue and the importance of regular health checks. The NZI Truckie Rest Zone events are a community collaboration, and part of NZI’s Fleet Fit initiative. They raise awareness about driver fatigue – a major cause of road accidents. The events give truck drivers the opportunity to learn more about the issue of fatigue from experts, who want to make sure all truckies get home safely to their whānau. At the Paengaroa Rest Zone event the NZI Fleet Fit team worked alongside Commercial Vehicle Safety Team (CVST) members, NZTA Waka Kotahi, Hato Hone St Johns Ambulance and McFall Fuels to highlight issues surrounding driver fatigue and general health. Truckies also engaged in conversation with NZI’s Fleet Fit team,

Karl Harrison (right) and Alex Waititi (far right) stopped off during their break to enjoy the food and some of the giveaways.

78 | Truck & Driver

who shared information about sleep and fatigue, and had some handy giveaways such as drink bottles, hats, and first aid kits on offer. Hato Hone St John Ambulance had four volunteers on site with blood pressure and blood sugar checks available to drivers who wanted them. Waka Kotahi was also on hand to answer any questions related to logbooks and RUCs while Transporting NZ was represented by Region 2 rep Keith McGuire. Busy truck drivers working unusual hours can experience difficulty with making medical appointments, the prime reason St John Ambulance attends the Rest Zone events. There have been occasions when drivers who have taken the health check have been referred to their GP for follow-up. “We’ve had four staff who volunteered to come out here to help with the health checks. We did this last year as well and we loved it”, says Preetinder Singh, Watch Operations Manager for St John Western Bay of Plenty. McFall Fuels supported the event by bringing out its restored 1963 International AB110 which is equipped with a barbeque. The NZI


McFall Fuels supplied the barbeque aboard their restored International (above) while the parking lanes at the CVSC (bottom) saw a steady stream of visitors. team kept the barbeque well stocked with sausages and burgers for hungry drivers while fresh fruit, water and barista coffee was also available. Driving for Prospa in the Bay of Plenty, Tauranga’s Alex Waititi is a regular visitor at the Paengaroa CVSC. His reaction was typical of many of the drivers who were stopped. “Who would have thought you would be called into a weighbridge for a sausage and a coffee?” Alex says. “It’s really cool they do this. You get to meet some of the other drivers and having the health checks available is a great idea because you have to look after yourself. I had my health check only two days ago.” Karl Harrison from Taupo, who is working around the Te Puke area for Zest was another driver who gets regularly called into the Paengaroa CVSC. “I’ve been through the weighbridge lots of times, but I haven’t been to one of these before,” Karl says. “It’s all good. I had a quick feed, and I also grabbed a drink bottle and a first aid kit for the truck. “The only downside is now I’ll have to eat my Marmite sandwiches for lunch tomorrow.” Senior Sergeant Lex Soepnel, Commercial Vehicle Investigation Unit Manager Area 2, also attended the Truckie Rest Zone event and welcomes the initiative. “These stops are a credit to the sponsoring companies and industry in an attempt to keep everyone safe and they should be supported as it is ultimately the drivers and their families who will

benefit from them in that their loved ones will return home safe when they finish work,” he says. “Although we appreciate drivers are on tight schedules, fatigue is a major cause of road trauma on NZ Roads,” says Lex. “I encourage drivers to take their breaks and these fatigue stops are a good example of promoting the awareness to prevent these types of crashes.” He says the advice offered at the Rest Zones could turn out to be a life-saver. “Many drivers often do not have regular health checks due to their transient occupation and these stops in the past have recognised some serious health issues which need to be addressed for both the driver and their whanau. “Other agencies like NZTA are also present with CVST and industry to give advice on any issues drivers may have which may range from load security to log books. I would encourage any driver going past a Fatigue Stop to call in and take advantage of the services and advice available. Prevention and fatigue reduction is the key to reducing road trauma and having safer roads for everyone.” The event at Paengaroa followed the successful Wellington and Picton series of NZI Truckie Rest Zones, held at the Interislander terminals in March. “We have more NZI Truckie Rest Zone events in the pipeline this year, at locations across the North and South Island, so look out for our blue tents along your journey,” says NZI Event Manager, Gary Rennie.

Truck & Driver | 79

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National Road Carriers

Huge steps forward as hydrogen gets real James Smith, GM Policy and Advocacy, National Road Carriers Association


E’RE SEEING A HUGE STEP FORWARD WITH HYDROGEN technology with a shipment of hydrogen trucks arriving in the country and two refuelling networks being launched. The opening of Halcyon Power’s fast refueller site at Wiri and Hiringa Energy's hydrogen refuelling stations in Wiri, Te Rapa, and Palmerston North means long-haul trucking now has a viable, fast, hydrogen refuelling solution. Hiringa Energy has launched its hydrogen refuelling network with stations in partnership with Waitomo Group in Wiri, Te Rapa and Palmerston North, and a fourth site is planned in Tauranga as part of the new Tauriko SH29 roading infrastructure. Positioned in the 'golden triangle' of freight, between Auckland, Hamilton and Tauranga Hiringa's green energy network is designed to service 95% of the heavy freight routes across the North Island. For Halcyon, which harnesses geothermal power from a plant near Taupō, refuelling speed is a critical part of the journey. Transport operators need refuelling stations on the main trucking routes, and to fill up as fast as they can with diesel. Halcyon’s refueller site at Wiri is designed for speed and its model of hubs, such as the Mōkai green energy hub, allow several customers to be served from one source, reducing costs and delivering economies of scale. The newly opened Halcyon and Hiringa hydrogen refuelling stations means the NRC members who have just this month taken delivery of 20 Hyzon hydrogen-powered units will have the infrastructure to ensure they operate as close to equivalent of their diesel stablemates. Brendan King, Group General Manager of TR Group which is bringing the Hyzon units into the country says the technology unlocks a clean alternative for hard-to-abate sectors that are difficult to electrify, as hydrogen meets the intense demands of handling long distances and heavy loads. What we will see in the months ahead is real world application of hydrogen fuel cell trucks moving freight alongside diesel vehicles. Hiringa’s state-of-the-art refuelling station will enable hydrogen-

powered heavy transport vehicles such as trucks and buses to refuel with green hydrogen in 10 to 20 minutes. For NZ Post, which is already operating a Hyundai fuel cell electric truck and trailer, it will mean the unit can be operated 24x7 with zero emissions. NZ Post CEO David Walsh says the Hyundai demonstration truck has been a success travelling over 350kms a day and using slower mobile refuelling but having the heavy-duty refuelling network in place will be instrumental in enabling NZ Post to use this hydrogen truck on longer distances. NZ Post’s Hyundai XCIENT Fuel Cell truck has been deployed on commercial operations since 2023, completing more than 70,000kms, and eliminating the need for an estimated 29,700 litres of diesel which represents 80 tonnes of carbon dioxide equivalent, and purifying the air around the vehicle at the same time. We will now see real data rather than desk models, with real drivers providing feedback and if the team at Shay Transport (operators of the NZ Post Hyundai) are any indication it will be positive. As Hiringa CEO Andrew Clennett said at the opening of their station on the Waitomo Petroleum site in Wiri, hydrogen is just one tool in the decarbonisation toolbox alongside battery electric, and efficient diesel engines. There is no single solution that will meet every requirement and NRC will continue to push for a Just Transition towards a zero-carbon economy by 2050. Hiringa’s network infrastructure establishment received support from the New Zealand Government via a $16 million loan, growth capital from key investors including Sir Stephen Tindall’s K1W1 fund and international investment from Mitsui and Green Impact Partners. For the early adopters among taking up the opportunity to lease one of TR Group’s Hyzon units, thank you for having the courage to try the new. To the rest of our industry, this is a great opportunity to watch, learn and get ready to identify if and when it is right for you. At NRC we will be working on how to overcome any regulatory or policy challenges the new technology provides. Truck & Driver | 81


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New Zealand Heavy Haulage Association Moving oversize loads through major road works can be a challenge for heavy haul operators.

Maintenance necessary, but challenging for freight By Jonathan Bhana-Thomson – Chief Executive, New Zealand Heavy Haulage Association


HE RECENTLY CONSULTED ON GOVERNMENT POSITION Statement on Land Transport included a proposal to increase the maintenance budget by $640M per year to help address the increasing maintenance task for the nation’s roads. The GPS included a target to renew 2% of the roading surface of network, and to reseal 9% of the network each year. Obviously as everyday road users of the network, this is pleasing to see. Then there is a target to fix potholes on State Highways within 24 hours – an ambitious aim. There are going to be some interesting classifications to be developed of what a ‘pothole’ is, and what ‘fixing it’ actually entails. However, it should end up in a more useable roading network for more of the time. However, what does concern us is the impact on the accessible freight routes while this increased level of maintenance is undertaken. What have seen over this latest maintenance season is that there has been increasing use of full road closures, partial closures, more stop/go at night, and other restrictions on use. While we do want the maintenance undertaken, we also need to have viable freight routes provided so that there are not restrictions on getting freight loads from point A to B. Further, it is the cumulative effect of the hold-ups at various work sites that then places pressure on freight companies. In the oversize sector, we are often limited to the roads that we can use, and the travel times that we are legally able to travel. With roadworks on the route, or detours in place that may or may not be suitable for oversize – this all add to the difficulty for the transport companies’ ability to get the load to its destination. Those planning the road maintenance works for the season ahead, need to ensure that where there are major works that will

Jonathan Bhana-Thomson

require delays and restrictions that these are properly analysed and consulted with the freight industry. The drivers in our industry are the experts about what the roads are like, whether any proposed detours are suitable, and what the impact of the closures will be on the times and planned movements of freight. For the main state highway routes, there needs to be agreed nationwide suitable detour routes, that are acceptable to both local council’s as well as the freight industry. If there needs to be remediation or upgrade work undertaken in advance of the maintenance on the State Highway, then this needs to be identified prior and resolved. Further, where the detour routes have restrictions for oversize, then a standard part of any traffic management plan must be to allow oversize loads through the worksite – as a planned and notified activity. While this may be disruptive for the road works site, it is more impactful on the oversize load movement if loads are unable to move. In recent times we have had two examples, where the layout of the road maintenance site was not designed to allow wider oversize loads through the site. One had a fixed barrier down the centre of the narrow two-lane road, and in another construction equipment was left in the roadway. There was not sufficient space between the equipment and the width restriction at site to allow oversize loads to travel past. There must be better analysis of what types of road users use that route to ensure that access is still available or what alternative plans there are to get oversize loads through the worksite. As we move through to increase levels of maintenance in the future, the contractors need to think in more detail about all road users, and the impact that they are having on the oversize sector Truck & Driver | 83



18th JANUARY 2025 y a Rugby Club b m o B

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A new specialised liquid waste truck is working in the Waikato for Jonathan Bennett fitted with a Dietmar Kaiser Diamo Combi sewer cleaner unit. The MAN TGM 26.320 6x4 Day Cab was sent from the MAN factory to Dietmar Kaiser in Lichtenstein for the waste body to be fitted before being shipped to New Zealand. The MAN D08 develops 320hp and 1250Nm of torque with a 9-speed transmission and 4.63:1 rear axle ratio. Disc brakes and 295 tyres are fitted while the leaf spring suspension has a 7500kg rating at the front and 11,500kg rating at the rear. Sold by Mitch James.

Record run slows slightly THE NEW ZEALAND NEW TRUCK MARKET BEGAN TO show signs of slowing in April. NZ Transport Agency data shows 460 new trucks were registered for the month in the overall market (trucks with a GVM of 4.5 tonnes or more), taking the total sales for the first four months of the year to 1940. The total for the same January-April period last year was 1952 registrations, but for context the latest result is still the second-highest January-April registration total. The trailer market is remaining buoyant – with 133 April registrations – which is just 13 shy of 2018’s record April performance of 146 registrations. The YTD total at the end of April stands at 541, ahead of 2018’s previous best of 530 and well ahead of the 456 registrations in the same period last year. In the overall 4.5t to maximum GVM new truck market, Isuzu retains leadership for April with 116 registrations – taking its 2024 total to 416 which is identical to same period last year. Fuso remains in second place with 71 registrations for the month of April and 334 YTD. Meanwhile third-placed Scania achieved 53 registrations for April and 226 YTD which represents an impressive market share increase from 9.5% last year to 11.6% this year. Hino (YTD 177/April 46) remains in fourth position ahead of Volvo (122/21) in fifth followed by DAF (116/22), Kenworth (105/21), Iveco (90/22), UD (89/16), Mercedes-Benz (80/19) to round out the top-10. There were no surprises in the crossover 3.5-4.5t GVM segment, with Fiat (86/32) continuing to lead ahead of LDV (75/33) and Ford (71/25). In the 4.5-7.5t GVM class, Isuzu (138/32) continues to hold a

significant lead ahead of second-placed Fuso (112/24) and Iveco (51/10) in third. In the 7.5-15t GVM category, Isuzu (165/41) is building its lead over Fuso (126/24) and Hino (59/22). Foton (19/6) retains fourth ahead of Iveco (8/3). Strong April sales by Isuzu (39/24) sees it taking over the number one spot in the 15-20.5t GVM division ahead of second-placed Hino (25/3). Fuso (17/5) holds third, ahead of UD (13/4) in fourth and MercedesBenz (4/0), Scania (4/1) and Iveco (4/1) all tied in fifth. In the tiny 20.5-23t segment, Scania (2/0) continues to hold the top spot with just two registrations while Sinotruk and Iveco both joined this segment in April with one registration each. Registrations in the premium 23t to maximum GVM segment see a continuation of Scania’s commanding leadership with 52 registrations in April boosting its YTD total to 220 units. Scania achieved over double the registrations for the month of any other manufacturer with Volvo (120/21) retaining second place ahead of DAF (115/22) and Kenworth (105/21). Fuso (78/18) climbs into fifth ahead of UD (73/12) and Isuzu (73/19) who are tied in sixth. Hino (57/13), Mercedes-Benz (43/9) and Iveco (26/7) all retain their top-10 positions. In the trailer market, Fruehauf (69/21) is steadily building its lead on second-placed Domett (57/17) while Roadmaster (52/14) remains in third. Patchell (38/10) moves into fourth ahead of Transport Trailers (37/5), MTE (26/6), TMC (24/5), Fairfax (19/5), Transfleet (18/6), while Freighter (15/0) and CWS (15/3) are tied for tenth position. Truck & Driver | 85


Vol 416 334 226 177 122 116 105 90 89 80 51 29 19 15 14 13 13 7 6 4 4 3 2 1 4 1940


% 21.4 17.2 11.6 9.1 6.3 6.0 5.4 4.6 4.6 4.1 2.6 1.5 1.0 0.8 0.7 0.7 0.7 0.4 0.3 0.2 0.2 0.2 0.1 0.1 0.2 100

Vol 116 71 53 46 21 22 21 22 16 19 13 11 5 3 7 3 5 0 1 0 2 0 1 0 2 460


23,001kg-max GVM % 25.2 15.4 11.5 10.0 4.6 4.8 4.6 4.8 3.5 4.1 2.8 2.4 1.1 0.7 1.5 0.7 1.1 0.0 0.2 0.0 0.4 0.0 0.2 0.0 0.4 100

G&P Haulage has just taken delivery of two new Iveco S-Way 8x4 tractor units running for CoolTranz with 4-axle reefer units. One is running between Picton and Christchurch and the other on a Wellington to Palmerston North run. The Euro 6 Cursor 13 develops 570hp and 2500Nm of torque and drives to a Hi-Tronix 12-speed 12TX2640 gearbox. Air suspension is fitted front and rear with leather interior and a fridge/freezer unit. Extras include a chrome light bar and two LED lights, chrome wheel covers, stone guard, marker lights and LED Iveco badge. Sold by Elliot Barnard.


Vol 86 75 71 50 24 19 18 3 2 348


% 24.7 21.6 20.4 14.4 6.9 5.5 5.2 0.9 0.6 100

Vol 32 33 25 13 8 0 3 1 1 116


Vol 138 112 51 36 32 31 25 17 14 6 4 466


% 29.6 24.0 10.9 7.7 6.9 6.7 5.4 3.6 3.0 1.3 0.9 100.0

Vol 32 24 10 8 7 9 10 3 7 1 2 113



% 27.6 28.4 21.6 11.2 6.9 0.0 2.6 0.9 0.9 100

% 28.3 21.2 8.8 7.1 6.2 8.0 8.8 2.7 6.2 0.9 1.8 100


Vol 165 126 59 19 8 4 3 2 386

% 42.7 32.6 15.3 4.9 2.1 1.0 0.8 0.5 100

Vol 41 24 22 6 3 1 0 1 98


Vol 39 25 17 13 4 4 4 2 1 109


% 35.8 22.9 15.6 11.9 3.7 3.7 3.7 1.8 0.9 100

Vol 24 3 5 4 0 1 1 0 0 38


Vol 2 1 1 1 1 6


% 33.3 16.7 16.7 16.7 16.7 100

Vol 220 120 115 105 78 73 73 57 43 26 19 14 13 13 4 3 1 977


% 22.5 12.3 11.8 10.7 8.0 7.5 7.5 5.8 4.4 2.7 1.9 1.4 1.3 1.3 0.4 0.3 0.1 100

Vol 52 21 22 21 18 12 19 13 9 7 5 2 3 5 0 0 1 210


7501-15,000kg GVM 2024


Vol 0 0 0 1 1 2




% 41.8 24.5 22.4 6.1 3.1 1.0 0.0 1.0 100

% 63.2 7.9 13.2 10.5 0.0 2.6 2.6 0.0 0.0 100

% 0.0 0.0 0.0 50.0 50.0 100



% 12.8 10.5 9.6 7.0 6.8 4.8 4.4 3.5 3.3 2.8 2.8 2.4 2.4 2.2 1.5 1.5 1.3 1.1 1.1 1.1 0.9 0.7 0.7 0.7 0.7 0.7 0.6 0.6 0.4 0.4 0.4 0.4 9.8 100

Vol 21 17 14 10 5 6 5 5 6 0 3 2 1 3 2 3 0 1 2 4 1 0 1 1 2 2 0 1 0 0 0 2 13 133



% 24.8 10.0 10.5 10.0 8.6 5.7 9.0 6.2 4.3 3.3 2.4 1.0 1.4 2.4 0.0 0.0 0.5 100

% 15.8 12.8 10.5 7.5 3.8 4.5 3.8 3.8 4.5 0.0 2.3 1.5 0.8 2.3 1.5 2.3 0.0 0.8 1.5 3.0 0.8 0.0 0.8 0.8 1.5 1.5 0.0 0.8 0.0 0.0 0.0 9.8 100

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Esk Transport has selected a NZ-built International RH-R6 as its second truck carting bulk aggregate in the Hawke’s Bay region. Esk Transport Ltd has been in business for three years during which Cyclone Gabrielle left an indelible mark on the Esk Valley and the entire Hawke’s Bay region with owner Peter Harwood helping with the rebuild of this beautiful part of the country. After 35 years in the NZ Fire Service, Peter has branched out on his own to follow his passion for the trucking industry. The striking livery is a tribute to Peter’s grandfather who started W.J Blair Carriers in the 1930s and the colour scheme was continued by Peter’s Dad with the formation of Blair Transport also located in Esk Valley. This is the first International to carry this branding since an ACCO in the `seventies! The 6x4 tipper is powered by a 615hp Cummins X15 matched to a Roadranger 22918B manual transmission, and Meritor 46-160 rear end. The RH is fitted with twin stacks, CTI, chrome alloy wheels, AliArc bumper and premium interior package.



A new Scania R 620 B8x4NZ has joined the Rotorua Forest Haulage fleet driven by Stu McNichol. Equipped with a RFH shorts unit truck set up and 5-axle multi trailer, the 620hp DC16 V8 drives to an Opticruise GRSO905R 12-speed AMT with 4100D retarder and RB735 hub reduction rear end. XT specification, spring suspension front and rear, disc brakes with ABS/EBS axles and Dura-bright alloys are fitted. Extras include XT bumper, drop visor, scales, and fridge. Paint by Vaughn Road Panel & Paint, sign written by Caulfield Signs and sold by Callan Short. Truck & Driver | 89

New DAFs in Dannevirke are working for Dean Earthmoving, a company started by Mitchell Dean three years ago in his home town. After starting with leased trucks and diggers, the company now runs CAT machinery and five new DAF trucks for civil contracting and earthworks as far afield as Hawke’s Bay. The DAF line-up comprises four CF 530 FAT 6x4 tippers and a CF 530 FTT tractor unit with hydraulics for tipping semi or low loader work. The 530hp 13-litre PACCAR MX13 engines are Euro 6 spec with TraXon 16-speed automated transmissions, SR1364 rear axles with dual diff locks, air suspension, disc brakes, alloy wheels with 7.2t front axle and full safety package. The trucks were sold by Mark O’Hara with MJ Custom Engineering (Palmerston North) building the tipping bins, fitting the hydraulics, and painting the cabs Ford Ranger Gold to give the fleet a unique look.

Moa Transport in Masterton (owned by Kiwi Lumber Holdings/Tumu Group) is a new company which took over the Renall Haulage fleet and work last year. A new Kenworth K200 2.3m Aerodyne 8x4 has joined the fleet fitted with an alloy tipping bin and new 5-axle trailer built by TES in Invercargill. Powered by a 600hp Euro 5 Cummins X15, the K200 has an 18-speed manual Eaton RTLO20918B, Meritor MT21-165GP axles, Paccar AG460 air suspension, and Dura-bright alloys with 275/70 tyres. Kenworth extras include gold gauges, touch screen radio/GPS/phone plus fridge, drop visor, stainless details, extra lights and dual intakes. Sold by Mark O’Hara.

90 | Truck & Driver

Headford Propagators of Morven have added this new Mercedes Benz Arocs to its fleet. The MP5 Arocs 3258L52 with OM473 engine is fitted out with an existing body and trailer and will be seen anywhere along SH1 between Auckland and Invercargill with pilot Paul Gordon making the most of its 580hp and 2800Nm of torque. He’ll also be enjoying having no blind-spots in the side windows thanks to the MirrorCam system while delivering gardening products and general freight. Sold by Tristan Duffell at Cable-Price Invercargill.

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Truck & Driver | 95

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This eleventh book in the “Truck and Truckers” series centres on the Waikato region. A large number of these companies have long gone, but the impressive fleets they operated will long be remembered.

My thanks to the families, Marty Greaves and Ben Uncles for the help with photos and information.


For just $65-00 plus $10 postage For your copy contact: Postage: Gavin Abbot, 34 Elliott Street, Opotiki 3122 Or email: 96 | Truck & Driver


Interesing to note the early electric trucks operated by the NZ Dairy Co at Waitoa and now 100 years later the elctric trucks are again making an appearance. As this prime farm and agricultural land was developed it was the trucking industry that helped with this and then took the product to market. The manufacturing industries also made the plant and transport products to keep it local.


• Workshop Foreman – Gore • Workshop Foreman – Dunedin • Auto Electrician – Dunedin • Mechanics – Blenheim, Canterbury, Dunedin,

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If you’re moving wood, Mills-Tui are the experts for innovative design to maximise your productivity. Our new Low Ride step deck trailer with a lighter tare weight will increase your productivity and your bottom line. Add on our new Tui Chain Tensioners and we’ll make the job easy too.

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