NZ Truck & Driver March 2025 by NZ Truck & Driver

NZ TRUCK & DRIVER

| March 2025

March 2025 $10.90 incl. GST

BIG TEST Lift and carry | FLEET FOCUS From Shovels to Scrapers | FEATURE: Trucking For a Cause

FLEET FOCUS

From Shovels to Scrapers

FEATURE Trucking For a Cause

Issue 287

y r r a c d n a t f i L

The Official Magazine of

ISSN 2703-6278

THERE’S A BIG REASON WHY ISUZU CONTINUES TO * BE NO.1 IN NEW ZEALAND.

We are proud to again be the best-selling Heavy Commercial Truck brand in New Zealand and wish to thank all of our valued customers across the country for being part of the Isuzu Trucks team.

isuzu.co.nz *Based on 2024 MIA sales data across light, medium and heavy duty truck classes.

CONTENTS Issue 287 – March 2025

News

48 Fleet Focus

The latest from the world of road transport including… The Volvo FH Aero is confirmed for NZ... Truckstops opens state-of-the-art Christchurch facility... Tunnelling begins at the Mt Messenger bypass... Mills-Tui fire truck milestone... Dunedin’s summer truck show... and Super Truck Championship action from Timaru.

24 Giti Tyres Big Test

From Shovels to Scrapers: From shovelling shingle by hand, to running a large fleet of specialised earthmoving machines and modern trucks, the Taggart family has been involved in building many of Canterbury’s landmarks for more than 70 years.

41 Transporting New Zealand This month CEO Dom Kalasih takes a look at the 2024 road toll and ongoing safety initiatives. Transporting NZ is also gearing up for a major survey of its members and we profile Matamata’s Josh Adamson, winner of the EROAD Young Driver of the Year award.

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

85 CrediFlex Recently Registered

FEATURES: 67 Trucking For A Cause

Lift and Carry: The latest addition at Hamilton’s Les Harrison Transport is another Hino. But this one is completely different and ready for some specialised work with a unique 10x6 driveline modification and the biggest Palfinger crane in the fleet.

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

The eagerly anticipated third edition of the Allied Petroleum/ Transfleet Trailers Bombay Truck Show was a massive success and will again deliver much needed financial support to three community groups.

78 Southpac Trucks Legends Barry Hermansen reckons he was a latestarter in the transport industry, but that didn’t hold him back from making a 30-year contribution in the log transport sector.

The January new truck and trailer market signalled a slow start to 2025 and there’s a new brand at the top of the sales rankings. Plus, the monthly gallery of new rigs on the road.

COLUMNS: 63 National Road Carriers Association Chief executive Justin Tighe-Umbers takes a look at the factors that will influence the local transport industry in 2025 and how the broader economic outlook is shaping up.

81 Power Stars Shine in the Desert The 47th edition of the Dakar Rally has been run and won with teams campaigning Iveco Power Stars again dominating the Truck category.

MANAGEMENT Publisher Advertising

Trevor Woolston 027 492 5600 trevor@trucker.co.nz Victor Georgiades 021 925 600 victor@trucker.co.nz Hayden Woolston 027 448 8768 hayden@trucker.co.nz

EDITORIAL Editor

Colin Smith 021 510319 colin@trucker.co.nz

Associate Editor

Brian Cowan

CONTRIBUTORS

Brian Cowan Olivia Beauchamp Gerald Shacklock David Kinch

ART DEPARTMENT Design & Production Luca Bempensante Zarko Mihic EQUIPMENT GUIDE AUCKLAND, NORTHLAND, BOP, WAIKATO, CENTRAL NORTH ISLAND Advertising Hayden Woolston 027 448 8768 hayden@trucker.co.nz

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NEWS

Volvo Aero delivers peak efficiency VOLVO TRUCKS IS NOW OFFERING THE PREMIUM efficiency of its new flagship FH Aero models, with order books open for the New Zealand market. Since debuting in Europe in early 2024, the FH Aero range has been impressing media and customers alike with its on-road refinement and energy efficiency. European testing has shown efficiency improvements of up to 5%. The specifics of the model range for New Zealand will see the FH Aero available with a choice of 13-litre and 17-litre Euro 6 powerplants as well as Volvo’s heavy duty electric driveline. Operational results show that the ultimate fuel-saver will be the FH Aero with I-Save. This 13-litre turbo compound unit is rated at 500hp and punches out 2800Nm of torque. The proven 13-litre 540hp also remains an option for Aero while the new 17-litre D17 powerplant is available in output ratings from 600hp and 3000Nm up to 780hp and 3800Nm. The aerodynamic improvements of the Aero range have been achieved by extending the front of the standard FH cab by 240mm, allowing for a smoother, more rounded cab front. This is shown to reduce drag and contribute to lower energy consumption. Cab options for the FH Aero will include sleeper, Globetrotter XL and Globetrotter XXL with the standard cab available for customers to order. In addition to its efficiency, the new FH Aero will also be a showcase for Volvo’s latest technologies, including the newly launched Camera Monitor System (CMS) which comes as standard on FH Aero.

CMS features a zoom out function, automatic panning that tracks the rear of the vehicle while negotiating intersections, fixed reverse panning, and an infra-red mode for low light conditions. Volvo says CMS drastically improves the driver’s field of view around the truck. The system’s camera lenses are heated and will automatically activate depending on the outside temperature to ensure a clear view in all weather conditions. “This truck represents another great improvement from Volvo to progress sustainable transport, with the added benefit of lowering running costs for operators,” says Scott Robinson, National Sales Manager, Volvo Trucks New Zealand. “The drive experience of this vehicle is very impressive. The performance of our new generation I-Shift transmission, Euro 6 engine range and powerful electric drivetrain, and the range of powerplant, including the new D17, provides options that allow operators to tailor the Aero perfectly for their application.” Robinson says the range of safety features will prove attractive to operators. “Given that safety is a primary focus for Volvo, the Aero comes with the added driver support features like Pilot Assist and Front Short-Range Assist to detect vulnerable road users, available across the Volvo heavy-duty range.” The Pilot Assist system is available only on vehicles equipped with Volvo Dynamic Steering. The 13- and 17-litre FH Aero variants for the NZ market will be built at Volvo Group Australia’s Wacol manufacturing facility in Queensland from mid-2025. The FH Aero Electric variants will be supplied out of Sweden.

Conventional Volvo FH Aero models will be built in Australia while electric versions are being sourced from Sweden.

Truck & Driver | 3

NEWS

A 110-tonne road header machine has started to excavate the project’s 235-metre tunnel.

Tunnel work starts at Mt Messenger bypass THERE’S BEEN AN EARLY-FEBRUARY MILESTONE at the Te Ara o Te Ata – Mt Messenger Bypass project in North Taranaki. Work has now begun on the tunnel which is an important part of the $280m Bypass project, contributing to a much more resilient stretch of State Highway 3. A 110-tonne road header machine is being used to excavate the project’s 235-metre tunnel. Road headers have boom-mounted telescopic cutting heads, making them ideal for diverse geological conditions. A shovel plate at the front of the road header collects the excavated rock and soil, which is then conveyed via a belt to dump trucks at the back of the machine. NZ Transport Agency Waka Kotahi Project Manager Caleb Perry says having the road header onsite is exciting for the project. “We’ll start to see some progress with the road header excavating up to three metres every day. “The tunnel will be cut in two stages, with the upper portion (top

heading) first, followed by the bottom section (bench). At regular intervals, excavation will be paused and ‘shotcrete’ – a sprayed-on concrete – will be applied to the crown and walls to line and support the structure. “The design and construction of the tunnel are similar to the Northern Gateway Tunnel in Auckland and the tunnel will be large enough to accommodate loads up to and including house removals – this isn’t something that can currently be accommodated on the steep, narrow winding stretch of SH3.” At this stage, the excavation is expected to be completed later this year. “The Mt Messenger Bypass will make this stretch of SH3 much more resilient, and safer for all motorists, providing a secure connection through North Taranaki, especially for freight,” Perry says. The project involves building a 6km section of new highway to the east of the existing Mt Messenger route which includes the tunnel and two new bridges. Completion is expected in late 2026 or early 2027.

New truck sales slow in Europe THERE WERE MIXED RESULTS FOR COMMERCIAL vehicle sales in Europe last year. New truck sales across EU nations fell by 6.3% in 2024 with a total of 327,896 registrations for the year. This reduction was primarily driven by an 8.5% drop in heavy-truck sales and partially mitigated by a 5.6% increase in medium-truck registrations. Among the four major markets, Germany (-6.9%), France (-2.9%), and Italy (-0.7%) experienced declines, while Spain recorded a notable 12% increase. Diesel trucks continued to dominate in 2024, accounting for 95.1% of new EU registrations, despite a 6.2% decline. 4 | Truck & Driver

Electrically chargeable truck registrations fell by 4.6%, with their market share remaining stable at 2.3% as compared to last year. Results for electrically chargeable models varied across countries: Germany (+57.4%), Italy (+115.2%), and Sweden (+59.6%) experienced strong growth, but these gains were insufficient to offset significant declines in France (-57.4%) and the Netherlands (-42.3%). While truck sales in the EU slowed last year, other sectors of the commercial vehicle market recorded sales increases. Van registrations were up by 8.3% to reach 1,586,688 units while Bus registrations increased by 9.2% to 35,579 units with Italy driving the growth by achieving an impressive 26.7% increase over 2023.

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NEWS The 50th Hino FENZ Water Truck built by Mills-Tui.

A milestone for Mills-Tui A MILESTONE AT MILLS-TUI HAS SEEN THE ROTORUA manufacturer deliver its 50th Hino 500 Series water tanker to Fire & Emergency New Zealand (FENZ). The specialist trucks are built to the FENZ 4x2 Medium Water Tanker specification and are deployed throughout New Zealand. “Fifty is a bit of a milestone for us,” says Mills-Tui Managing Director Dean Purves. “We won the tender and started in 2018, turning them out at the rate of about 10 per year since then – although Covid and some supply issues did slow things down a bit for a while. “Hino look after the cab-chassis and all of the wiring and we do the body build and the equipment fit out,” Dean says. “The FENZ requirements are very prescriptive. We had to meet their specification and design requirements, which includes being able to carry

5700-litres of water. Our design holds 5800-litres in a baffled alloy tank.” Other features on the FENZ builds include side lockers, a rear loading hose locker, dam locker, portable pump, provision for ladder storage, an additional pump storage on a slide out tray along with Code 3 and Hella lights. There have been some minor design changes implemented early in the programme. “The first three or four were fairly bare bones and then we added a hose rack, a first aid kit, and some ladder storage and we also moved the suction hose locker to a new position within the body,” Dean says. The 50th Medium Water Tanker build was displayed on the Mills-Tui stand at the recent Bombay Truck Show. Mills Tui have a firm footprint in the fire and emergency sector. “We have recently built some new Incident Support Vehicles for FENZ, and we’ve also built fire appliances for some private forest owners,” Dean says.

Scania appoints northern region leader SCANIA NZ HAS APPOINTED Thomas McDonagh in the role of Dealer Director North. McDonagh comes from his previous role of Branch Manager at Scania Rotorua which he held for nearly four years and replaces Mark Wright in the Dealer Director North position. The role is responsible for managing the four Scania Branch Managers located at Whangarei, Auckland, Waikato and Rotorua and in particular ensuring the branch network has the resources required to deliver Scania’s premium customerfocus on parts and servicing. “I am very motivated about my new leadership

role within the Scania NZ team,” says McDonagh. “The good thing is after working alongside the Branch Managers for a number of years I’m very familiar with the dynamics of the team and I look forward to getting the very best out of my highquality colleagues so we can continue to do our very best for our clients.” Scania NZ has one other Dealer Director role (Dealer Director South) held by Kelly Henshaw who covers the remaining five branches located across southern and central New Zealand. Dealer Directors are part of Scania NZ’s Executive Management team, reporting directly to managing director, Victor Carvalho.

Thomas McDonagh Truck & Driver | 7

NEWS

From the end of February the Hyster brand will be represented in New Zealand by Adaptalift Group.

Hyster business on the move

SIME MOTORS NZ IS SELLING ITS HYSTER NEW Zealand business to Adaptalift Group, with the transaction scheduled to complete on February 28. “When our parent company, Sime Darby Berhad acquired Toyota forklifts as part of the global purchase of UMW at the end of 2023, it had a downstream impact on our dealership agreement with Hyster Yale in New Zealand,” says Michael Doeg, General Manager Sime Commercial Sales NZ. “We invested a lot of time selecting the right business to take Hyster New Zealand forward, with a key focus on offering attractive terms of employment for employees and a clear vision for the future. Adaptalift was the right fit on both counts. “Adaptalift is the largest privately owned and operated forklift company in Australia, with an existing base in New Zealand,” Doeg says. “Since early 2024, our businesses have been working closely together to plan and execute a smooth transition. This is the start of an exciting new phase for Mike Rule is remaining within the Sime Motors group to take up a new role as General Manager, Hino Distributors Ltd.

8 | Truck & Driver

Hyster New Zealand.” Adaptalift has been the sole dealer for Hyster Yale in Australia since 2009. The family-owned business sells and leases forklifts, elevated work platforms and telemetry systems, and opened its first New Zealand branch in East Tamaki two years ago. “We want to develop a deep understanding of where we can best add value to existing customers through product knowledge, technology solutions, and access to a wide parts inventory,” says Steven Taylor, Adaptalift Chief Executive Officer. “People are the heart of our business, so I am excited by the opportunity to welcome the whole Hyster New Zealand team to Adaptalift.” However, outgoing Hyster New Zealand General Manager Mike Rule is remaining within the Sime Motors group to take up a new role as General Manager, Hino Distributors Ltd. Over the past eight years, Mike has worked across three Sime Motors New Zealand businesses gaining extensive knowledge of the commercial transport industry. Before joining Hyster NZ in 2022, he filled senior roles at both TWL and Truckstops. “Mike has consistently displayed a collaborative, hands-on leadership style that adds operational value while building a strong team,” says Michael Doeg. “Most recently, he has successfully worked with the Hyster team and Adaptalift to deliver positive outcomes for both businesses. After rising to the top of the list in a competitive recruitment process, we are delighted that Mike’s chosen to stay within the group.” Hino Distributors (NZ) Ltd imported the first Hino trucks from Japan in 1964. The Sime Motors NZ Group (formerly Sime Darby Motors NZ) bought the distributorship in 2004. In 2014, Hino Distributors Limited celebrated the brand’s 50th anniversary. “I’m looking forward to working with another world class brand,” says Rule. “My focus will be on supporting the team to ensure Hino is represented to its full potential in the New Zealand market,” he says. “With Sime Motors backing, I’m excited to be in a position to lead the team and grow market share through the delivery of a great customer experience.”

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NEWS The New Volvo, Mack, and Truckstops South Island hub at Islington.

Truckstops expands in Christchurch By Brian Cowan

IT MIGHT BE A SORELY OVERWORKED PHR ASE, but ‘state of the art’ is the most apt description for Truckstops’ new Christchurch service centre in the suburb of Islington. The $40million facility, developed by Calder Stewart, features 28 service bays, each able to accommodate a full truck and trailer combination. Sets of specialised tools are replicated every two bays to limit time lost in fetching them to a particular job. In addition, there are five full-length pit bays, three of which boast integrated brake rollers, a C.O.F. lane and a wash lane. Skylight windows above the entire service area automatically open and close to regulate air flow and temperature. Also automated is an air purge system for when DG units are being worked on. The complex, developed over 18 months on a greenfield site, also includes a new-truck showroom for the Volvo, Mack and Hino brands that are distributed by Palmerston North-based MTD, like Truckstops a part of the Sime Darby Motors NZ (SDMNZ) group. At the recent official opening of the facility, Patrick Mckenna, managing director of SDMNZ, revealed that Christchurch was just the beginning

of an ambitious investment programme for Truckstops: “It has been many years in the planning, but now this centre is completed we’re moving on with two similar projects, in Ruakura and Mount Maunganui.” He added that the building also includes a warehouse section for fastmoving OEM parts for the group’s brands: “Though we can source parts overnight from Palmerston North, having a supply on hand means we can offer customers an even quicker turnaround in many cases. “Having a TWL facility on the neighbouring site will also ensure a ready source of general parts.” The new complex, which can house up to 50 staff, is currently home to around 40, including 22 technicians and seven apprentices. Speaking at the official opening, Martin Merrick, president of Volvo Group Australia paid credit to the people who ensured the customer experience with the Group’s brands was a productive one: “You are committed to the Volvo core values of safety and world-leading technology, and this facility has been designed to enable you to not only maintain the current internal combustion orthodoxy, but also the designs of the future.”

Part of the large service bay at the new Truckstops facility.

Truck & Driver | 11

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NEWS The Range Energy eTrailer hybrid system can deliver greater fuel efficiency and emissions reductions for ICE trucks, and range extension for electric trucks.

A big push for hybrid trailers CALIFORNIA HYBRID SOLUTIONS COMPANY RANGE a compact design to help maximise the available space for batteries and Energy is partnering with global technology supplier, ZF, to accelerate the enhance manufacturers’ design flexibility for future vehicle concepts. development and adoption of the Range eTrailer System within the North It is designed to be fully synchronised with key vehicle functions, including American commercial trucking industry. braking, ADAS and automated driving systems to help enhance vehicle The collaboration will see ZF’s AxTrax 2 e-axle integrated into Range’s safety and efficiency. It also enables advanced digital and telematics systems eTrailer System. The hybrid system addresses critical fleet demands, such as via CAN bus to communicate and share e-axle system information. greater efficiency, emissions reductions, and range extension, with the goal of “Time is of the essence to get solutions into the hands of commercial fleet advancing the widespread scalability of hybrid and zero-emissions trucking. owners and operators to ensure smooth and consistent operations as their “We believe electrified trailers are a viable solution to help lower emissions fleets evolve to address emissions reduction targets, says Ali Javidan, CEO for food delivery or transportation of goods, improve fuel economy for and founder, Range. combustion engines, extend the range of BEV and electric trucks, reduce “With ZF, we aim to rapidly advance our platform with tried and tested exhaust, noise and brake particle pollution, and further improve total cost of components, further proving that electric-powered trailers can play a critical ownership,” says John Hawkins, senior vice president, Commercial Vehicle role in reducing the environmental impact of commercial trucking,” Solutions, ZF. Initial customer deliveries of Range’s eTrailer System are expected to “With Range’s market position, the company was a logical trailer partner begin this year, and the company currently has pre-production units deployed for the AxTrax 2 e-axle in North America. in customer pilots across North America. “Collaborating with Range not only expands the electric mobility applications of our products, it gives us the opportunity to work Customer deliveries of Range’s eTrailer with an emerging leader offering a smart solution to emissions in a System are expected to begin this year. hard-to-abate sector.” In addition to supplying its electric axle to Range, ZF will also seek to accelerate Range’s relationships with ecosystem partners, such as component suppliers and integrations with trailer and tractor original equipment manufacturers (OEMs). Range’s eTrailer system includes a modular battery pack, the ZF AxTrax 2 e-axle, and a smart kingpin equipped with Range’s patented control algorithms. Range’s eTrailer System is delivering projected savings of up to US$20,000 per trailer per year in early tests, and up to 70% reduction in emissions, all while using existing equipment and infrastructure. AxTrax 2 is an axle-based, fully integrated system, featuring Truck & Driver | 13

NEWS

Above left: Event sponsor Reilly’s Towage & Salvage brought along their classic Mack heavy salvage truck. Above centre: Phil Taylor receives the Alex McLellan Memorial Trophy from Kim McLellan.

Above right: The Best Classic award was won by the Dynes Transport 1973 Kenworth LW924.

Dunedin puts the best on show OTAGO’S POPULAR SUMMERTIME TRUCK SHOW WAS held on Saturday January 25 with trucks queued at the gate of the Mosgiel Showgrounds from 7.30am ready for the 2025 Reilly’s Towage and Salvage Dunedin Truck Show. Staged in conjunction with the Mosgiel A&P Society Show, the gates opened to the public from 10am with a line-up of 41 trucks on show for the public with drivers having put in a huge effort to have the rigs sparkling in the sunshine. “Our three judges headed off armed with clipboards for the very difficult job of judging the trucks,” says show spokesperson Stan Mason. “A massive thank you goes out to all involved for the presentation of the trucks on the day. You guys never fail to impress the committee, the judges, and the general public.” A new tradition was established this year with the first presentation of the Alex McLellan Memorial Trophy for King Rig. “I received a call mid-year from Kim McLellan from McLellan Freight, Balclutha asking if we would be keen on a Memorial Trophy for Alex, who sadly past away almost one year ago. Rohan Haulage fronted up with a trio of Western Stars.

14 | Truck & Driver

“Alex had been one of our judges in past years and is also a long-time friend of mine and many, many others. As a committee we jumped at the chance, it’s an absolute privilege to be able to award the trophy. “What an wonderful gift from the McLellan family in memory from a much loved husband, father, grandad, boss and a friend to so many in the transport industry and the wider community,” Stan says. The 2025 King Rig winner and first recipient of the new trophy was Phil Taylor with his 2015 Volvo FH 540 with a staggering 1.5 million kms on the dial for Halls Cold Chain Logistics. “Anyone who knows Phil will know that presentation is everything to him and he showed that on the day. The truck is credit to him and he’s a worthy winner of the King Rig trophy. Milton-based Scott Transport won the Best Fleet prize and Andrew Swaney’s Wessels Express Scania was voted People’s Choice winner. “A big thank you goes out to all our sponsors; Southpac Trucks, MTD, Roadmaster, Trucker’s Pride, Alan Combes Contracting, Keith Andrews Trucks,. TMC (Skippy), TWL, Scania Trucks, Monarch Wildlife Cruises and NZ Truck & Driver,” says Stan.

NEWS 2025 REILLY’S TOWAGE AND SALVAGE DUNEDIN TRUCK SHOW – PRIZE WINNERS: Best Chrome – Ben Overton ‘Big Moe’ (Dynes Transport) Best Classic – Peter Dynes (Dynes Transport) Best Fleet – Scott Transport Best Curtainsider – Jono (Brenics) People’s Choice – Andrew Swaney (Wessels Express) Best logger – Pumba McColl (Scott Transport) Committee Choice – Carl Gardner (Rohan Haulage) Best Rigid – Nic McEwan (McEwan Haulage) Sponsor’s Choice – Pumba McColl (Scott Transport) Best Tractor – Ben Overton `Big Moe’ (Dynes Transport) King Rig Alex McLellan Memorial Trophy – Best 500K-1 million kms – Damian (Icon Logistics) Phil Taylor (Halls Refrigeration) Best over 1 million kms – Ben Overton (Dynes Transport) Best Iveco – Ben Robertson (Clearwater Civil) Ben Overton’s Best International – Isaiah McLellan (McLellan Freight) Kenworth won the Best Mercedes-Benz – Iain McLellan (Fulton Hogan) Best Chrome prize. Best Mack – Stewart Homer (Homer Contracting) Best Volvo – Phil Taylor (Hall’s Refrigeration) Best Nissan – Steve (Auto Salvage) Best Western Star – Carl Gardner (Rohan Haulage) Best Freightliner – Al (Kiwi Road) Best Scania – Andrew Swaney (Wessels Express) Best DAF – Daniel Mather (Icon Logistics) Best Kenworth – Nic McEwan (McEwans Haulage)

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Truck & Driver | 15

NEWS

2024-25 NAPA Auto Parts NZ Super Truck Championship (after round 2 of 5)

Top left: Ron Salter was back in action in his Scania after missing the Manfeild opener. Top right: Dave West leads the Volvo of Connor Etting.

Above: Shane Gray now holds a narrow lead in the tightly contested championship. Photos: Euan Cameron

1 Shane Gray (Kenworth) 100 points 2 Brent Collins (Freightliner) 93pts 3 Alex Little (Freightliner) 88pts 4 Troy Wheeler (Freightliner) 87pts 5 Dave West (Freightliner) 80pts 6 Marc King (International) 64pts 7 Connor Etting (Volvo) 58pts 8 Ron Salter (Scania) 33pts 9 Troy Etting (Kenworth) 27pts 10 Tony Brand (Bedford) 9 pts

Troy Wheeler leads the pack in his Freightliner. 16 | Truck & Driver

NEWS

Wheeler races to Timaru success THE TIGHTEST BATTLE OF RECENT YEARS SEES THE top five contenders separated by only 20 points following the second round of the NAPA Auto Parts New Zealand Super Truck Championship raced at Timaru in January. Like the series opener at Manfeild in October, the January 25-26 Aoraki Trust Thunder Down Under meeting at Levels Raceway produced three different race winners. Sponsored by John Jones Steel, the South Canterbury round also boasted a stronger field of 10 trucks with Ron Salter (Scania) and Tony Brand (Bedford) joining the action after missing the opening round. Defending champ Alex Little (Freightliner) grabbed the pole position and maximum qualifying points on a slightly damp track on Saturday morning ahead of former champ Troy Wheeler (Freightliner) and points leader Brent Collins (Freightliner). The track was fully dry for the opening race with Wheeler getting a break at the start and staying in front of Little to score a narrow win by 0.423s. Shane Gray moved up a spot to finish third ahead of Collins with Dave West (Freightliner) and Connor Etting (Volvo) completing the top-six. The reverse grid event at the end of Saturday afternoon saw the race officials involved and attributing penalties while Little was an early retirement with a

damaged right front tyre. Collins took the win ahead of Ron Salter’s Scania and West while a 10secs penalty demoted Wheeler from second to fourth place. Marc King (International) was fifth and a 15secs penalty dropped Gray two spots to sixth place. There was only one race on Sunday with Gray taking the win ahead of Wheeler and Little while Collins lost his lead in the series with a non-finish, although he did clock the fastest lap of the race. Wheeler was the Timaru round winner with 53 points from Gray with 46 and Little 41. With two rounds complete the championship now takes a break before the Teretonga (March 15-16) and Ruapuna (March 22-23) rounds on consecutive weekends. Gray takes over the series lead with 100 points ahead of Collins on 93 followed by Little on 88, Wheeler on 87 and West with 80 points. The Flying Farewell race was abandoned during the formation laps due to a heavy down pour. John Hepburn had posted the fastest lap in qualifying at the wheel of Gray’s Kenworth and was awarded the Jim Thickett Memorial Trophy. In the Flying Farewell standings Ricky West qualified third and moves up to the series lead with 36 points ahead of Shane Gray and Eli Lincoln tied on 32 while Ash Hey has 28 points.

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Truck & Driver | 17

NEWS The short wheelbase MAN eTGX is going to work in Germany for DB Schenker.

DB Schenker debuts long-range MAN eTrucks THE FIRST BATCH OF MAN LONG-DISTANCE electric trucks has been delivered to DB Schenker, one of the world’s leading logistics service providers and market leader in European land transport. Ten of the MAN eTGX Ultra semi-trailer tractors are going into service in Germany, specially developed for high loading volume requirements and allowing the use of corresponding “mega trailers” with an interior height of three metres. The trucks are the first part of an initiative to add 100 electric MAN trucks to the DB Schenker fleet by 2026 while the relationship has been further extended with an additional letter of intent for 50 units of the MAN eTGL 12-tonne distribution truck. The trucks will be based at several DB Schenker locations throughout Germany working with trailers that have been used specifically in the automotive segment for years, but also in other areas with high loading space requirements. The high loading volume helps to make transport more environmentally friendly and, in combination with the all-electric MAN eTGX Ultra Low Liner, sustainably reduce CO2 emissions. DB Schenker has been pursuing a consistent sustainability strategy for many years. In addition to a continuous switch to alternative drive systems, this also includes a permanent increase in efficiency in logistics. “As a pioneer in the transition to zero-emission drives, DB Schenker will continue to invest in sustainable solutions in the future,” says Cyrille Bonjean, Executive Vice President Land Transport at DB Schenker in Europe. “We are delighted to be the first customer to have the opportunity to put a fleet of 10 MAN eTGXs into operation. Some vehicles will be used in daily scheduled services in our general cargo network in twoshift operation, for example in a daily round trip between our locations in Dortmund and Hanover. Other vehicles will be deployed specifically for our customers in the automotive and consumer sectors.” 18 | Truck & Driver

The Ultra Low Liner eTruck MAN eTGX is a pioneer in its class. With a semi-trailer height of just 950mm, a very short wheelbase of 3.75 metres and yet maximum battery capacity, it offers a range of around 500km. This makes it perfect for applications where maximum loading volume up to three metres interior height is crucial. Thanks to its modular battery concept with a choice of four, five or six battery packs and power levels of 449 and 544hp, it can be optimally adapted to any transport task. “The new MAN eTruck is not only locally CO2-free, but also fulfils the diverse requirements of our customers,” says Friedrich Baumann, Member of the Executive Board for Sales & Customer Solutions at MAN Truck & Bus. “Volume transport is one example of this. No other series-produced electric semi-trailer tractor on the market offers such a short wheelbase with maximum battery capacity for trailers with an interior height of three metres.” In addition to the standard CCS charging technology (up to 375kW ), it can also be ordered with the new MCS standard with up to one megawatt of charging power, which enables even faster intermediate charging during the driver’s break from driving. MAN has so far revealed full-electric eTGX and eTGS models for heavy-duty transport tasks, while the MAN eTGL rounds off the MAN electric truck portfolio for light distribution transport. With a range of up to 235km, fast charging in around 30 minutes and a payload of up to 6,600kg, depending on the body, the eTGL offers quiet and locally CO2-free transport in urban goods logistics. The first ten MAN eTrucks for DB Schenker are being funded by Germany’s Federal Ministry for Digital and Transport as part of the directive on the promotion of light and heavy commercial vehicles with alternative, climate-friendly drive systems and associated refuelling and charging infrastructure.

TXT from wherever the TRUCK you are One NZ Satellite TXT is here. Heading through the wop-wops? Good news - there’s a new way to help you keep in touch when travelling on the most remote roads in Aotearoa, New Zealand. Whether road closures have affected your journey time, or an issue at your morning pickup means changes to the schedule, you can use One NZ Satellite TXT to keep in contact in areas traditional cell towers don’t reach (around 40% of our land mass).* Our nationwide satellite TXT service is a world first and promises to be a gamechanger, helping you be safer, better connected and more productive while on the open road. Think of it as peace of mind in your pocket - an extra layer of two-way communication alongside safety devices you already carry. Just bear in mind, messages can take a few minutes to be delivered^ – it’s a long way to space and back! And of course, please only TXT when it’s safe and legal to do so. To TXT via satellite, you’ll need an eligible One NZ mobile plan and phone. The service is included in all eligible plans, so it won’t cost you any extra to enjoy coverage like never before. One NZ Satellite TXT – it’s worth giving a truck about. Visit one.nz/SpaceX for more info.

*Initial beta TXT service rolling out on a limited number of eligible phones with an eligible plan. See one.nz/SpaceX. TXT only and requires line of sight to the sky. Service limitations, network performance, phone and plan eligibility will improve over time. Delivery times of TXT via satellite will be slower than traditional TXT. Terms, fair use and capacity management apply. ^TXT messages can take 3 minutes but could take 10 minutes or longer during beta period.

OCS02062_SpaceX Beta_NZ Truck and Driver_297x210_FA.indd 1

12/02/2025 13:44

NEWS The expanded range runs from A25 to A60 models.

Big upgrade for Volvo CE haulers A COMPLETE LINE-UP OF NEW ARTICULATED haulers is a key part of an extensive product portfolio overhaul being delivered by Volvo Construction Equipment. The recent global launch of the new articulated hauler range represents a complete overhaul of the model range, now ranging in size from A25 to A60 models. An entirely new model, the A50, has been introduced for selected markets, increasing customer opportunities in the demanding hauler segment. With over 35% of its total range renewed over the last 12 months, this marks the latest step in Volvo CE´s largest product portfolio renewal in decades. The new articulated hauler models will be rolled out globally during 2025. The updated models mark a significant technological leap forward thanks to key innovations such as a new electronic system and an in-house developed transmission, delivering fuel efficiency improvements of up to 15% depending on model and industrial application. Furthermore, the machines’ new stateof-the-art design has been constructed in such a way as to adapt over time to fit future drivetrains. The machines that have been purpose-built to lower total cost of ownership and respond to the challenges of today and tomorrow across the toughest of worksites, especially when combined with Volvo CE’s pioneering digital

solutions, such as Haul Assist with onboard weighing. “For nearly 60 years we have been leading the way with our range of articulated haulers and now with today´s launch of a new range of outstanding products, including one completely new model, we prove that there are no limits to our capacity for innovation,” says Melker Jernberg, President of Volvo CE. “Our customers know to expect a first-class operation when they get into one of our haulers, but that experience has just got even better with a host of cutting-edge features designed with our customers in mind.” Developed to be among the most fuel-efficient hauling solutions on the market, the new models have also been built with a focus on sustainability. This includes the introduction of low carbon emission steel made from recycled materials and produced using fossil free electricity and biogas – in serial production of haulers manufactured at the Braås site. Given steel is a major component in Volvo CE products – and traditionally generates significant carbon emissions – material circularity is another example of Volvo CE taking action across its operations to achieve net zero greenhouse gas emissions by 2040. New Zealand distributor TDX expects the first of the new A-series haulers will arrive in mid-2025.

The A Series articulated hauler range has been expanded with a new A50 model. Truck & Driver | 21

1955

2 025

2025 marks a milestone for our company, as Transport Trailers celebrate 70 years in the Heavy Transport Industry. In 1955, my father, Ian Stevenson, with the late Bill Box founded our company with £1,500 in each of their pockets and a determination to succeed in the Transport Industry. In 1969 we changed the face of the tipping industry forever when we manufactured New Zealand’s very first aluminium tipping body — a breakthrough in weight-saving technology. Today we offer our clients the option of Aluminium and Hardox heavy construction tipping equipment with a team of around 100 people located over all three sites. Transport Trailers can be seen on New Zealand roads throughout the country with operators building infrastructure to help grow our economy and get our country back on track.

As we reflect on the past, and look to the future, with a 100 Year Vision for the company, we recognise that much is owed to our customers for their ongoing support of our Transport Trailers brand. We have fostered long term relationships and partnerships with so many of our clients over the decades — some for nearly 70 years. Your business is greatly appreciated. We also recognise our Supply Partners who have played a crucial role in the supply chain as our business grew through the decades, and we thank you also. Wishing you all the best for 2025.

Mike Stevenson managing director

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Watch our 70th anniversary video. Scan this QR code or go to www.transporttrailers.co.nz

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Ingrained into our culture — uncompromising quality, a commitment to innovation, constantly improving, fostering long-term partnerships with our customers and suppliers, passion for our brand, nationwide service and support, a commitment to the transport industry and a 100-year vision for the company. This is who we are. transporttrailers.co.nz

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The Hino 10x6 and its big Palfinger PK92 crane are a new addition to the Les Harrison Transport fleet.

24 | Truck & Driver

BIG TEST

Lift and carry Story Colin Smith Photos Gerald Shacklock

Truck & Driver | 25

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With the lift completed, it’s time to shift the 11m cabin to its new home near Morrinsville.

OR ABOUT 35 YEARS, HAMILTON’S LES HARRISON HAS SOUGHT new solutions that bring added muscle and extra versatility to `lift and carry’ transport operations. In early December last year, the white and blue Les Harrison Transport fleet introduced its highest capacity crane truck yet – and delivered a New Zealand industry-first with a tri-drive modification to a Hino 700 Series tractor unit. The unique Hino 10x6 began life as a new (and completely standard) FY 3248 8x4 Euro 6 model with 12.9-litre 480hp engine and 16-speed automated transmission. It didn’t remain standard for very long with its front-mount Palfinger PK92002-SH crane and fly jib extension along with the addition of the extra drive axle being the work of Foremost Engineering at Te Kowhai. Alongside the high capacity crane and the six-wheel-drive hardware the new build also boasts an array of well thought-out details and the versatility to work as a tractor unit with a selection of the LHT fleet semitrailers – or as a rigid truck with a clip-on 5-metre deck and extension capable of carrying a 20ft container or small Portacom. And a Ringfeeder adds further versatility so an 8.5-metre four-axle trailer can be towed as an alternative to the 2019 MTE 3-axle trombone semi (extendable to 25m) which is the primary working configuration. “It’s definitely the biggest crane we’ve had,” says Les Harrison. “I remember starting out about 35 years ago with a little four-wheeler crane truck. And through the years you always find you want to lift more and more – but you’ve still got to cart it from A to B. “Back in the `eighties I had a PK12000 and there was another company in Hamilton with a PK17000 and I’d say to myself `far out, look at that. I’d love to have one of those’ . Times change and recently the big lifters in the LHT fleet have been Palfinger-equipped 10x4 Hino units. Now the new 10x6 goes to work for LHT driver Andrew Smit replacing a five-year-old Hino 8x4 fitted with a Palfinger PK50.

“It can do a wide variety of work including some of the specialised stuff that comes along,” says Les Harrison. That includes power industry work where the truck needs to carry and lift poles and lines in some demanding surface conditions. “The tri-drive is really for the off road-work,” says Les. “We’ve had 10-wheelers before but with lazy axles and they can get stuck on a lump or in a hollow in some of the places we have to work in. “It’s never been done before [a tri-drive 700], but Hino were confident it was going to work. When we get into winter and do some of the power company jobs, we’ll really see how it goes.” While the focus is on an impressive piece of custom engineering, Les also says there’s a human side to getting the truck to perform. “Getting a good operator really is a key to it,” says Les. “Andrew is pretty invested in it, and he was really involved in the build. His trucks end up with more bling than a magpie’s nest. “But having a happy operator means the truck not only gets looked after, but we are getting the best out of what it’s been designed to do,” says Les. Planning for the new truck involved Les and Andrew, Steve Hansen at Foremost Engineering, and Hamilton-based Truckstops engineer Brian Brown. Brian confirms the truck is the first tri-drive Hino 700 built in New Zealand and explains the modification involves moving the third axle forward by 450mm and the rear axle back by 450mm – and then fitting the additional drive axle between the two originals. “It’s all brand-new using standard Hino parts. It’s not a foreign axle or suspension and it’s got exactly the same standard brakes and things like that. The extra axle is another Hendrickson HAS 460 – you could even put another one in if you wanted to,” Brian says. “The beauty of it is when the power dividers and cross locks are in, it’s a true six-wheel-drive and even if only one wheel has traction, it will get you moving forward. Truck & Driver | 27

Above: The stabiliser feet on the Palfinger PK92 provide an 8.5m wide lifting base. Below: Operator Andrew Smit at work with the Palfinger remote control.

“And there has always been the issue with a lazy axle that once it’s lifted, the truck can be too heavy to work as a four-axle.” After delivery as an 8x4, the build at Foremost Engineering took nearly five months. “I’ve done about 25 trucks for Les over the last 12 years or so, including three or four 10x4s,” says Steve Hansen. “There are always a few challenges with a job like this and to start with the tri-drive was a bit challenging. But Hino and Truckstops were a lot of help, and they really wanted to see it happen. ““It’s certainly the biggest crane we’ve put on a truck, and it was a very interesting job. It took us a bit over four months, but we had to wait a little while for the crane to arrive. “To give an indication of what was involved, there are 725 hours in the build, which is quite a lot. Typically, our builds for Les are about 350 hours. “Andrew was involved in a lot of the build and Les likes to keep his drivers happy by involving them in the new trucks. Every driver is a bit different, and each one has a few niche details they like to include in their trucks,” Steve says. In late-January New Zealand Truck & Driver went along on a job with the new Hino and driver Andrew Smit to see the combination at work. The job involved picking up an 11 x 3-metre portable home from a farm near Waiuku and relocating it to a property on State Highway 27 at Tatuanui (between Morrinsville and Matamata). The truck had been working about six weeks and travelled just over 5000km at the time of this test with Andrew saying he’s already completed a wide variety of work, both as a tractor and trombone semi combo and also as a truck and trailer unit, and truck-only. “I drove a 700 Series Hino eight-wheeler before this one. It was another tractor unit with a Palfinger PK50 – so with this new one we are basically doubling the capacity of what I can lift,” Andrew says. “Originally, Les was after a PK78, but he was convinced by Palfinger to get a PK92, which for very little extra weight has a far superior lifting capacity.” 28 | Truck & Driver

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Above (from left): Design details include 2.5-metre ladder... driver’s side fairing with chain tray and steps also covers the AdBlue tank... ample toolbox stage has been fitted... original diesel and hydraulics tanks still fit between the steer axles and the tri-drive rear end. Main pic: The 11-metre cabin easily fits on the MTE 3-axle trombone semi.

This is the third new LHT truck on which Andrew has had input into the build. “I tried to sneak out there [Foremost Engineering] once a week to see how it was progressing, and I actually brought the new crane down from Auckland on my old truck,” Andrew says. “As we go through with Steve the builds get better and better. He’s built all three of the tractor units I’ve had.” Andrew describes the new truck and crane combo as a game-changer. “It was designed around the work we do and what our customers need, and trying to get the perfect mix,” Andrew says. “The PK92 was the biggest Palfinger we could go to without going to an overweight permit on the truck and still be able to cart a reasonable amount. “Because it’s so new we are still learning about its capabilities but already there are certain advantages it’s got over our other crane trucks.” Along with portable buildings and power poles, and moving some railway lines for KiwiRail, some of the other early jobs for the new Hino have included lifting a 3-tonne (8 x 4.2m) LED advertising screen onto the roof of Hamilton’s Centreplace shopping centre and replacing the tail fin of Boeing 737 freighter during routine maintenance at Hamilton airport. “It’s the second time I’ve done that [aircraft] job. I did it with the previous truck as well. It’s not a heavy lift but you have to be very precise,” Andrew says. A recent truck-only job was to lift and carry a 6t digger bucket at a quarry and the truck has also worked with one of the LHT flat decks to carry and help install some 8t bridge beams. “I had one [beam] on the truck and another one of our trucks had the rest. With our fleet it’s easy to run multiple trucks on those sorts of jobs. “I also stacked two 40ft containers on top of each other for a big advertising sign at the new Lakes subdivision out at Horotiu,” says Andrew. “With this crane I could stack them with ease. On the previous truck you would only just manage to do it, but with this you’ve got capacity up your sleeve.” It’s the variety of work and challenges that Andrew enjoys in the crane truck role. “I have been with Les just over 18 years now,” says Andrew. “It’s been pretty much my only driving job. I used to work at 30 | Truck & Driver

Placemakers in Hamilton where I drove a little four-wheeler tipper and that’s where I began the process of getting my truck licenses. “I actually met Les through Placemakers, and he took a chance on me. He told me; `I know you are going through your licenses, and you show a bit of potential’. “With Les I progressed through my Class 4 and Class 5 licenses. Back when I started with Les I think there were only seven trucks in the fleet. Now there’s over 120. “I get to do some really interesting jobs. No two days are ever the same and no two weeks are the same either,” he says. “It’s a diverse field of work. There’s quite a bit of hand-eye coordination involved, and I like the challenge of turning up at site, taking a good look around and working out the best way to do the job. “You get some days when you’ve got three or four hours of driving and a pretty quick lift and then on another day, you could be on site for seven or eight hours using the crane to lift steel into a building. “Some of the buildings we are moving are up to 4.5m wide and I

probably average at least one piloted job every week, which I also enjoy.” He says he couldn’t really see himself in another driving role. “Even though I like driving long distances, I couldn’t really see myself as a linehaul driver. The crane is where I’m happiest at and where I feel like I’m in my element.” The building being moved on this job weighs just under 5t and there’s some paddock work at both ends of the assignment – although on dry summertime pasture. For the Waiuku lift Andrew can park the truck and trombone ideally alongside the building and lift directly onto the trailer. The layout at the other end involves a drive across two paddocks, separating truck and trailer and then lifting the building from the trailer, over a fence line and the truck, to position it in its new location. Andrew runs us through the basic specs of the PK92002-SH saying that when the fly jib is attached it can work out to a 32.7m reach. It’s rated to lift 17.4t at 4.4m reach and 680kg at 32.7m. The stabiliser legs spread to provide an 8.5m wide lift platform.

Truck & Driver | 31

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“With the good lift on it and the reach with the fly jib on, it’s got good potential. At 32.7m it’s actually outlifting a 25t mobile crane,” Andrew says. “Lifting 680kg at almost 33 metres – that’s pretty cool. Quite often we get to use a lot of that capacity lifting air conditioning units onto buildings.” During this lift the crane goes out to four-and-a-half extensions and Andrew says data readout on the Palfinger remote control indicates it’s using 77% of its capacity. “With the PK50 I’d have been using almost all of the capacity,” Andrew says. The rundown on the weight of the truck sees the crane and its equipment weighing in at 8.5t (not including the fly jib), making the Hino 10x6 a 25t unit before it carries anything. The MTE trombone also weighs 8.5t and with the 11m building onboard the all up weight on this job is about 38t. Andrew says

Above all pics: Some of the early jobs for the Hino 10x6 have included moving a Portacom on the 5m clip-on deck, helping to replace the tail fin on a Boeing 737 and moving a 6t digger bucket. Below: Heading south on SH1 with another of the Les Harrison Transport fleet for company.

Truck & Driver | 33

the 44t permit for the truck makes a 9.5-10t payload possible. “The other big crane trucks we’ve got are five-axle, but they’ve got lifting tags,” says Andrew. “I wanted tri-drive because I’ve actually experienced going over uneven ground where the tag axle bottoms out and it lifts the drivers off the ground,” Andrew says. “We service the power industry, so we go off-road quite a bit into paddocks and up gravel tracks. The tri-drive should make it a lot easier for us. “The idea with the tri-drive is to keep traction through places like tricky driveway entries and across uneven ground. We can keep the momentum up and we can get to where we need to get.” The main area where Andrew has had design input into the truck is its layout and accessories. “I’ve had some design input into three trucks now. I’ve got some ideas on how to set it up the way I want – little touches which make things easier.” For example, there’s a two-part extendable lifting bar which can work

at up to 6m wide which is stored immediately behind the cab. Andrew also requested the 2.5m ladder that’s neatly attached to the truck while the layout of toolboxes has the pads for the stabiliser feet clipped in directly underneath at an easily accessible height. On the driver’s side is a silver cover which neatly fairs-in the area between the steer and drive axles. It includes a deep chain storage tray. “I never liked how the AdBlue tank looked on my old truck so on this one it’s all hidden behind that cover which also gives us some really useful storage and also has a couple of steps built into it,” Andrew says. A keen eye might notice a few different visual features for an LHT truck. “The [blue and silver] striping is a bit different on this one. The stripes come down the sides of the grille which changes the look quite a bit,” says Andrew. And then there’s that bling which Andrew is known for. “They had a nickname for my last truck . It was the Starship Enterprise because it had so many lights [109 in total]. “There will be some blue under glow going on this one soon. The

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Moving into position ready to unload the cabin at its new destination. wiring and the switches are done for it.” Moving into the Euro 6 model Hino 700 from a five-year-old truck has also highlighted some significant advances from the Japanese brand in terms of driving comfort, performance and design. “They changed the entire dash layout with a new wraparound design and everything is within reach. With the older models you had lean forward to get to the radio and whatnot,” Andrew says. “It’s taken Hino a long time to change the layout, but this new one makes things a lot more ergonomic for the driver.” His previous truck was also 480hp with an automated transmission, but he says the new truck feels more responsive to drive. “This is my second auto. When I first went to an auto, I wasn’t too sure but the more I drive an auto the more I get used them and the more I like them. I’ll still put in into manual in a few places where you don’t want it jumping between gears. “The gearshift is a vast improvement over the Euro 5. They’ve eliminated the old stalk and put a dial on the dash. And it also seems to shift smoother with a lot better response, which surprised me when I

first jumped in it. “The ride is a lot more comfortable than my previous truck. I think it’s a combination of being a heavier truck and where we’ve got the crane set which makes it a really settled and smooth drive. I noticed that as soon as I started driving it. “I think it performs well. Sure, it’s a little bit slower up a big hill than those 600hp trucks, but there’s nothing wrong with the Japanese trucks. They are good to drive. “I like the new mirrors over the front which the Euro 5s didn’t have. They have taken the guess work out of it on building sites where you have to get up close. “The turning circle is bigger on this because it’s a longer vehicle but it’s still pretty good.” With the Euro 6 upgrade there was also a significant upgrade to the safety and driver assist technology. Features like Lane Warning Departure, Autonomous Emergency Braking and the driver facing Attention Camera were added with the Euro 6 upgrade.

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Left: The Euro6 upgrade for the Hino 700 included a new dash and switch layout.

Right: Lifting bar is in two pieces, stowed directly behind the cab and can extend to 6m width. Below: Final lift for the cabin is from the trailer, over a fence and across the truck. “They’ve really taken a step ahead on driver safety and upped their game,” says Andrew. The 700 Series Cab has a narrow bunk which Andrew uses to stow an accessory fridge along with raincoats, jackets and spare boots. “The sleeper is only for extra storage. The good thing is our company will book us into a motel if we have to travel away,” he says. “There’s plenty of storage with the overhead cupboards and on the centre console. I always seem to find junk to throw in them,” Andrew says. He uses a small multi-board so the USB outlet can charge multiple devices which frees up a dedicated power outlet for a Garmin navigation system. And Andrew says the ISRI air suspension driver’s seat offers plenty of support along with seven-way adjustment. “You can get the seat suspension to how soft or hard you like it,” he says. There are no climbs of any significance on our journey from Waiuku towards Morrinsville. At a steady 90kph heading south on SH1 the Hino is using just over 1500rpm in 16th gear. Most of the gentle climb past Hampton Downs heading towards Te Kauwhata on the Waikato Expressway is handled in 15th gear with the speed dipping to 65kph and about 1400rpm. The Hino downshifts into 14th for just a couple of seconds before upshifting again. The same shift and speed pattern is replicated on the gentle climb on the new Expressway section which bypasses Huntly. “It’s now got a kickdown function in the pedal. It’s another feature I like which the previous model didn’t have.” At roundabouts and intersections, the 480hp Hino

36 | Truck & Driver

pulls away smoothly and shifts up around 1500rpm as it gains speed. “Being quite a bit heavier I thought I would be real slow, but it seems to go quite well. We are between 38 and 39-tonne today but it doesn’t feel like it’s that heavy and it pulls away nicely,” says Andrew. Andrew says the speedo on the Hino typically reads 4kph faster than the EROAD display at highway speeds. The centre instrument display shows average fuel consumption in its early life at 1.6km/litre. The tank capacity is 390-litres. “It seems pretty good fuel economy-wise. I went down to Raurimu and picked up some rails for KiwiRail, took it up to Ohinewai and then went back to Hamilton and still had at least 60 litres left. That’s a decent amount of travel,” says Andrew. Given the variety of work the truck has already done, Andrew says he’s impressed with the unique Hino 10x6 and its big Palfinger crane. “I’d say we’ve hit the ground running with it,” Andrew says. “When you extend the wheelbase and add another drive axle, it’s a pretty steep learning curve. “But already jumping onto this from a PK50 makes me feel like I’m spoiled. “For me, being used to a PK50, going up to a PK92 is a massive step. When I first started on cranes with Les I had a truck that would only just lift a 20ft container onto a truck. Now 18 years later I’ve got this. “Les has shown the willingness to spend the extra money and get something substantially larger than what we’ve been used to. It says a lot for Les that he’s built something like this and trusted me with it. “It’s definitely proving itself already and once our customers learn we’ve got it, and what it can do, I think a lot of really interesting work will come for it.”

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T’S NOT VERY OFTEN THAT I GET TO DRIVE A crane truck on our Big Tests, but here we are with Les Harrison Transport’s unique 10x6 Hino 700. Yes, that’s right – it’s a six-wheel-drive unit. It came to New Zealand as an 8x4 and has had an extra drive axle fitted to handle some specialised work. It’s the first time a tri-drive conversion has been done to a Hino 700, hence why we are here to learn more about it. The Hino 700 Euro 6 is standard if you take away the big Palfinger PK92, the extended chassis and extra drive axle. Which means pretty much only the cab and the powertrain remains standard. Once we have loaded our job for the day – an 11x3m portable home from a farm just out of Waiuku – we head south to Tatuanui. I take over for my drive from the bottom of the Huntly bypass and take it all the way through to the unloading point. In the cab it’s a very nice feel and easy to get comfortable in the ISRI seat. There is plenty of leg room, and the wraparound dash is much better than the older 700 models giving the driver almost everything he or she should need at an easy reach. The wraparound dash and updated layout were part of Hino’s Euro 6 changes. As I take off on the Waikato Expressway, I find the pick-up is smooth and effortless running at about 38 tonnes all up. The 12.9l 480hp engine and the 16 speed automated transmission work well together to get us up to 90kph. The first thing that jumps out at me on this drive is how smooth and settled everything feels. The

38 | Truck & Driver

ride comfort and the steering feel is impressive and talking with driver Andrew we agree the length of the chassis, the crane weight and the position which it’s mounted must have a huge impact on balancing the truck so well. It’s just a pleasure to drive on my trip to Tatuanui. Once I pull off the expressway at Ruakura and head south to Morrinsville, nothing really bothers this truck, and we cruise on the country roads at a decent speed and with little interruption from the road surface or from other traffic. Going through Morrinsville’s narrow bypass road is really my only challenge on this test. There is one tight corner where a car has pulled out from the left a little too far, but the 3-axle trombone trailer tracks around the traffic island – just. The mirrors on this truck are very good giving clear vision of what the trailer is doing in the turns. The load is 3m wide, so it is hard to get full vision to the rear. The front mirror looking down is very handy when I pull into the farm gates and can easily see the strainer post in relation to the front corner of the truck.

As always, my drive is over all too quickly and it’s time to let Andrew work his magic with the crane. As we watch him go to work it’s really evident how much thought has gone into the engineering of this new unit with its clever storage for all the gear a crane operator might need on any given job. Even down to the height of where the landing pads are stowed. Then there is the Palfinger PK92 crane itself. I’m not a crane expert but I can appreciate the lifting capacity graphs these cranes come with. This unit can lift 680kg at 32.7m full extension – that’s impressive. The really cool thing about this test is how much input Andrew has had into the design of the Hino. Spending a day with him leaves no doubt about how much passion he has for his new truck and the work he’s getting to do with it.

• SPECIFICATIONS • Hino 700 Series FY 2848 AMT (10x6 conversion) Engine: Hino E13C-BK six-cylinder in line (Euro VI with DPR, EGR and SCR) Capacity: 12.9 litres Maximum Power: 480hp (353kW) at 1600-1800rpm Maximum Torque: 1590 lb-ft (2157Nm) at 1000-1500rpm Fuel capacity: Diesel 390 litres, AdBlue 28 litres Transmission: ZF TraXon 16-speed automated manual with ZF IT3 transmission intarder Ratios: Hayden Woolston

1st – 14.682 2nd – 12.048 3rd – 9.919 4th – 8.139 5th – 6.780 6th – 5.564 7th – 4.565 8th – 3.746 9th – 3.216 10th – 2.639 11th – 2.173 12th – 1.783 13th – 1.485 14th – 1.219 15th – 1.000 16th – 0.821 Reverse – R1 14.138, R2 11.602 Final Drive ratio: 3.9:1 Front axle: 7500kg rating Rear axles: 21,000kg rating Brakes: Drum brakes with ABS/EBS Auxiliary brakes: 3-stage Engine Brake Front suspension: Reverse I-beam with taper leaf springs and stabiliser bar Rear suspension: Hendrickson HAS 460 ECAS air suspension GVM: 35,000kg GCM: 63,000kg

Truck & Driver | 39

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Driving the economy

Transporting NZ says it will hold NZTA to account if the work on the Desert Road ends up taking substantially longer than the estimated two month timeframe.

Speed, productivity and a key industry survey

by Dom Kalasih Chief Executive Ia Ara Aotearoa Transporting New Zealand

HATEVER ELSE WAS HAPPENING around the country last year, it was a much better year for road safety. The road toll was down below 300 for the first time since 2013 with the Ministry of Transport provisional data showing there were 292 deaths from 250 fatal crashes in 2024. That is still 292 tragedies for those peoples’ families and friends, but that is 49 deaths fewer than last year and fewer will always be better. According to the AA, the 2024 figure is the lowest per capita roads deaths since 1923. Back then New Zealand’s population was under 1.4 million, and it had a road toll of 59, which worked out as less than 4.5 deaths per 100,000 people. The 2024 figure was 5.4 road deaths per 100,000. We now have many more cars per head of population – about 4.4 million vehicles, of which trucks account for about 3.5 per cent, at around 150,000. Kiwis have among the highest per capita rates of car ownership in the world. But a fall in deaths doesn’t mean we can be complacent – other countries still rate much lower on a per capita basis. Nevertheless, it’s clear that better road safety is achievable. Let’s look at how. I used to work for the Land Transport Safety Authority or LTSA, before it became NZTA Waka Kotahi. In 1990, there was more than 700 people killed in road crashes and over the next 20 years that dropped down to 253 in 2013. I clearly recall a widely held view in the late 1990s was that getting the toll

down under 300 was impossible. Instead, a mix of safer cars, better roading engineering, public education, and enforcement have all came to the party. Other positive factors were advances in emergency response times and medical treatment within the critical “golden hour”. Better roads are safer roads, which is why we continue to advocate for improvements to New Zealand’s roading network. Focusing on the basics makes a big difference and it’s all about the three Es – engineering; enforcement; and education. And RIDS – restraints; impairment; distraction; and speed. The police, in particular, have done a lot of work and the results are there for all to see. The trucking industry plays a big part as well. Our drivers know their responsibilities and we think they – and their clients – are key to setting the standard for responsible and safe driving. The industry has been an early adopter of advanced technologies such as telematics, which monitors driver behaviour, and collision avoidance systems. As well, the New Zealand truck fleet is also heavily regulated and subject to strict regulations such as Certificate of Fitness inspections. This leads to well-maintained trucks with optimal brakes, tyres, and lighting systems. Regardless of whatever processes, systems and technology are available, I believe effective leadership and a strong safety culture are the key and we are seeing more of that. Truck & Driver | 41

Driving the economy

Industry Survey

Interislander replacements

The National Road Freight Survey launches this month, and we need all owners, managers, drivers and other essential staff to have their say. This will be the largest industry-wide survey in over a decade, providing an evidence-based snapshot of our sector, helping us understand how operators are doing, and establishing the issues of most importance to drivers and companies. Topics include the state of the roads, public attitudes towards drivers, tolling and road user charges, the impending wave of driver retirements, and road policing and regulation. The results of the survey, managed by Research New Zealand and supported by E. J. Brenan Memorial Trust, will be used to better understand what’s important and of concern to the road freight industry. Appropriate survey reporting will be shared with all participants, with insights then shared with policy makers, industry participants and the wider public. There are some impressive prizes to be won, so regardless of your role in the industry, check out our website for details and take 10 minutes to ensure your voice is counted.

The news late last year that the government would postpone making a decision on replacements for the Interislander Cook Street ferries until next month was disappointing. While it’s important to stress that no final decision has been made, reducing the Interislander fleet from three ships to two would reduce the country’s resilience when one needs maintenance or during any unplanned outages. Usually with planned maintenance, the two commercial operators, KiwiRail and Bluebridge, work together to try and make sure they can manage. A reduction in the total fleet would have a big impact. Desert Road closure The current closure of the Desert Road on SH1 is adding between 30 to 40 minutes to the journey time due to the detour and is likely to add up to $160 on top of drivers’ operating costs. Transporting New Zealand agreed that the closure was necessary upon the basis of short-term pain for long-term gain, however we will hold NZTA to account if the work on the Desert Road ends up taking substantially longer than the estimated two month timeframe. A delayed decision on replacements for the Interislander ferries is disappointing, says Transporting NZ.

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 info@transporting.nz Dom Kalasih, Chief Executive 04 471 8285 • 027 441 4309 Dom@transporting.nz

Vicki Harris, Membership Benefits Advisor 027 534 3848 • Vicki@transporting.nz Keith McGuire, Membership manager Upper North Island 027 445 5785 • keith@transporting.nz Odette Geyer, National Membership Manager 027 274 0792 • odette@transporting.nz

Lindsay Calvi-Freeman, Membership Manager, Lower North Island, Upper South Island 027 556 6099 • lindsay@transporting.nz Jim Crouchley, Membership Manager Lower South Island 027 261 0953 • Jim@transporting.nz

www.transporting.nz

42 | Truck & Driver

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Driving the economy

Josh Adamson drives a Kenworth T904 transporter unit for J. Swap Contractors. Photo: Alison Verran. By Bill O’Byrne

The passion has always been there

HERE WAS NEVER ANY DOUBT JOSH ADAMSON was going to be a truck driver. His dad drove trucks, and Josh was always going out, learning by watching, and watching everything. It’s a career that’s paid off for him very well too in all sorts of ways. Not only does he love driving, but it’s also helped set up him and his fiancé Megan pretty nicely too. “I’ve had a good worth ethic since I left school and I’ve been keen to do the big hours,” says Josh. “I’m 23, my fiancé is 22, and we’ve bought our first home last February. We’re getting married in March, bought a new vehicle, so financially it’s awesome. “But I don’t just love doing the hours for the money though, I love doing the hours for the job.” Josh was the winner of the EROAD Young Driver of the Year award at Transporting New Zealand’s Napier seminar last year. It was the result of a nomination that highlighted his hard work, his willingness to help out, and his professionalism.

Not that the hours are great, particularly for a young couple. But it helps that Megan comes from a trucking family, so she knows that it’s a changeable kind of job with a built-in flexibility requirement. “Her dad was a truck driver, so she knows what it’s like,” says Josh. “She understands when I say, ‘I’ll be home at 3 o’clock’ how that can turn into 6 o’clock!” (Megan’s a team leader in an early childhood centre, so she’s got a busy schedule as well, looking after the under two-year-olds with all the fun that comes with that.) Josh got interested in trucking growing up on a farm in Te Poi, in the Waikato. A trucking company was down the road, and he got hooked watching the trucks go past. When his dad finished farming and went driving trucks, Josh started getting a few pointers about the finer aspects of heavy transport, riding with him to farms and timber mills. “They were just starting to bring in the no-passenger, no-children rule but I could go out with dad and watch him and observe him. I’d ask a thousand questions like, why are you shifting from that gear to that gear,

Josh is one of the club captains at the Matamata Squash Club (left) and is also a member of the Matamata Brass Band.

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Driving the economy

or how do you do that? “I was lucky that when I started driving trucks, even though I didn’t have the seat time, I had built up some knowledge.” His next step was washing trucks at Whiteline, where his dad drove trucks. He then approached J. Swap Contractors for an afterschool and weekend job as a “wash boy”. Josh says he always admired the Swap trucks going through town and wanted to be a part of that family one day. The nomination for his award said Josh’s enthusiasm for operating vehicles “quickly became evident as he took every opportunity to move equipment on and off the wash bay and assist his colleagues.” This enthusiasm resulted in Josh being offered a cadetship. He started with a four-wheeler Hino doing metal deliveries and palm kernel deliveries. He got his Class 4 licence, went to a bigger Hino, and then a Kenworth. He was 19 when he got his Class 5 licence, driving a Kenworth T401 truck and trailer unit. While he’s grateful he got a kickstart in the sector with his dad, Josh says people have to make the effort. He says he has noticed it’s hard for the young guys to get into the industry and reckons a key reason for this is health and safety restrictions. “For some it’s not being able to go certain places to load or unload.” Then there’s the need for people to want to get driving. “I started to get my licences when I was at school and then I got my Class 5 and was driving the 401 truck and trailer when guys my age were saying, ‘Oh, I’ve just got my car licence.’ I’d been wanting to get my licence since I was little, so I worked my way through the stages.” Josh says his solid work ethic comes from his mum Tinka and dad Robb. “As kids we got told if we wanted a new thing, you had to do pocket-money jobs. They drummed it into us that we had to work and get the results from that.” A strong community One of the things Josh really likes about trucking is that there is a solid commitment to teamwork, with people willing to help out. “There’s a driver at J. Swaps who’s been there for 30-35 years. I’ll ask him some questions and we’ll bounce ideas off each other. It could be something simple like you’re a little bit higher than normal and you’ve got to get from A to B and what’s the best way to go. “And for me, if I can give five or 10 minutes of my time to help someone through their day, it helps them, and it makes you feel better, too. You can be busy, but you don’t have to be that busy to not be a part of the team.” Josh is also keen on having something else to do that doesn’t involve trucks. One of those is sport. He is one of three club captains at the Matamata Squash Club, and they run the draws and competitions and the various leagues. He is also big on music. This interview took place on a Sunday because every other evening after work that week Josh was out with the Matamata Brass Band playing his euphonium for a Christmas caroling fundraiser from the back of a flatbed truck. When they’re not caroling, the band usually practices on Sundays and takes part in two or three contests a year. Josh says it’s important to him to have something outside of work, and he reckons it’s vital for everyone. “Whether you go and smash a squash ball on the court or go and play some music and not be worried about your work... it’s important to get your head out of work sometimes!”

Josh Adamson, EROAD Young Driver of the Year winner, North Island Summit, receives his awards from Napier MP Katie Nimon and EROAD’s Guy Hocguard.

LET YOUR VOICE BE HEARD WIN A 10TH GENERATION APPLE IPAD Scan the QR code or visit: https://survey.researchnz.com/S2/1/RoadFreightReg/ Truck & Driver | 45

Driving the economy

From being Santas elves to supply chain experts By Bill O’Byrne

Main: Deb helps unload a container with driver David Hepburn. Insert: Deb rises early to get the admin done.

EB O’BRIEN AND HER TEAM AT DEBZ Transport in Lower Hutt have been playing at being Santa’s elves for the past couple of months, processing all the packages coming into Wellington Airport from Temu, Shein, Booktopia, and the rest of the manufacturing outlets on the planet. January wasn’t quite as hectic, but it’s a relative thing. The day we visited her was after Wellington Anniversary Day. That was no holiday for her. “The emails don’t stop, especially as most of them come from Auckland,” she says. But she loves the variety in the sector and says there’s no time to get bored. Deb’s company has 16 drivers, seven trucks, two vans, and a warehousing operation of 1,672sqm in the Hutt and 200sqm in Wellington. It’s a very integrated operation. It can pick up, deliver, store, sort, pick out items – whatever is needed. “We’re food grade-approved, we’re an under-bond warehouse, dangerous goods – we do everything and anything. Our niche is we’ll do whatever our customer wants!” Debz Transport is a strong family business. Deb’s brother Jeff is the operations and warehouse manager, and her niece Gemma has been a driver for the company and works in the office. (She now runs a container division for GP Haulage out of Debz Transport’s Wingate site.) The firm was originally started by her parents, firstly as Warren O’Brien Ltd then Phillips & O’Brien and with new ownership came the new name,

Debz Transport. (That was provided courtesy of a three-year-old who couldn’t say Deborah but could say “Aunty Debz”.) Deb didn’t join the family operation right away. In her 20s she was a bar manager in Wellington, one of those being the much-loved Malthouse, in its original location overlooking Willis St. Then she worked in offices, picking up a few other skills, until she stepped in to take over the firm in her late 20s. It wasn’t easy, but Deb says she got a lot of help from people in the industry, such as leading Wellington transport figure, John Anderson. “It helped me understand the industry a lot more.” As the owner and managing director, all the responsibility falls on Deb’s shoulders, but she’s also had time to be the head of the Central Area Road Transport Association (CARTA), and at one stage chair of RTANZ Inc then later a board member of Transporting New Zealand. “That was a real privilege, and an honour.” It looks big and busy, but Deb says compared with other operators, they’re small-scale. Or, as she would prefer to think, it is just the right size for dealing with their current number of customers. They have about 200 of those, and Deb knows all their names. Her diverse range of skills helped a lot, and still do, which is also why she is big on broadening the range of people in the industry. This includes many more women, but also just being willing to widen the talent net. As her own experience shows, a variety of experience outside the industry can be very

46 | Truck & Driver

Mills Tu

Driving the economy

useful once people are working in transport. “Our conferences used to only have a couple of women attending, and now we’ve got many more. More women are getting involved in all aspects of the industry. It’s not just truck driving; our industry has lawyers, accountants, HR people, many roles. “I’m always going to push for diversity in the industry. We need all kinds of people, young and old, and I don’t think we’ve pushed diversity enough yet.” Deb thinks it should be an attractive sector for people to work in. “It’s an exciting industry, it changes all the time! And you’re always juggling things.” Speaking of which, she has some tips for people joining the sector. First up, the basics really matter. “I know it sounds stupid, but you have to know how to do a budget! Office skills are vital, and you have to manage your cash flow and learn how to price jobs using the [Grant Thornton] cost model. “Anyone can go and get a truck licence and set themselves up in business, but you’ve got to know how much it costs to run that vehicle, how to price jobs correctly.” She says firms get into trouble when they don’t do that. “That’s why you have people like [Transporting NZ board member] Warwick Wilshier going in to help other companies sort themselves out.” On the plus side, there are some good perks in the job, particularly for Debz Transport and getting to meet some sporting celebs. The firm has had a contract for a few years to pick up and deliver a lot of sports teams including the All Blacks to Wellington airport. “They’re always very helpful. In fact, it is part of the deal that they have to load and unload the truck with all their gear. They’re all friendly. Even when they lose, they’re all friendly!”

Deb O’Brien, of Debz Transport in Lower Hutt, brings a diverse range of skills to the role.

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Taggart’s currently operates two quarries, and also has consents to take gravel from Canterbury riverbeds.

WHEN A YOUNG RON TAGGART SET UP IN BUSINESS IN 1953 IT’S A fair bet he wouldn’t have expected the company to a) last for more than 70 years, b) have grown out of all proportion from its modest beginnings and c) all those years later still be owned and managed by his family – but that’s the case with Christchurch-based Taggart, prominent in several sectors, including civil construction, demolition and three waters. Previously known as Taggart Earthmoving, in 2017 the company was rebranded to better reflect this wider range of competencies. Ron wasn’t the most enthusiastic of students at Papanui Tech (now Papanui High), so when at 15-years-old he rode his motorcycle into the school and along a corridor, expulsion was the inevitable outcome. “As an exit strategy it was well-worked,” jokes son Paul, now general manager of the firm. To say the company’s beginnings were modest is an understatement. The 17-year-old Ron had saved enough working in local market gardens to buy a flat-deck truck, but then had to gain a dispensation to sit his HT licence because he was too young! Early days in the business involved carting produce from the Port of Lyttelton and delivering it to markets in Christchurch, but Ron soon realised there was also money to be made supplying shingle to the burgeoning metropolitan construction market. In the days before interminable resource consent processes, this involved merely driving to the Waimakariri River, shovelling a load onto the truck, and shovelling it off on delivery. The output of one man and a shovel is severely limited, so Ron embarked on mechanisation via an old Farmall tractor which he set it up as a front-end loader, using a design based on a hydraulic pump. Delivering the shingle more efficiently to customers was enhanced by the eventual purchase of a tipper truck. Ron Taggart Construction was under way! Changed zoning rules saw a proliferation of strata-title unit

developments during the 1960s, a situation that provided steady work for Taggart’s, demolishing the older houses and carrying out site preparation. Then came an era of major civil projects – the Christchurch Library and Town Hall, Princess Margaret Hospital, the development of QEII stadium for the 1974 Commonwealth Games, the University of Canterbury’s new campus at Ilam. Now renamed Taggart Earthmoving Limited and having shifted from the family home to a purpose-built yard nearby, the company worked in tandem with several major developers on these projects. Taggart’s association with one such company, Chas S Luney Ltd, lasted close to 70 years, ceasing only recently with the winding up of the Luney Group. Taggart’s also sub-contracted to major road developments in the Canterbury region carried out by British Pavements and the Ministry of Works. Paul Taggart comments on how times have changed: “It was all done with single axle five-yarders in those days, truck/trailers and six-wheelers or semis were virtually unknown. I can remember as a kid seeing our trucks delivering to the Brougham Street expressway job, old Leyland Comets and D-Series Fords, they were big rigs for the times – 150hp and you were king of the road! “And the old cross-ply tyres; you could get up to half a dozen punctures a day across the fleet. I recall being about nine, and on Saturdays my brother Mark and I had the job of inflating the tyres after Dad had repaired the punctures.” But for all that the gear of the time might look quaint from a current perspective, Taggart’s was right up to speed, having been the first company in Christchurch to run a hydraulic excavator, and later becoming one of the first companies in the South Island to own a Caterpillar 225 excavator and a 613 motor scraper – both industry leaders for their time. Growth continued during the next decades, with a landmark Truck & Driver | 51

Bottom dumper is part of a complete lineup of road construction equipment.

project being the Amuri Irrigation Scheme in North Canterbury, which saw the company construct over 50km of canals and lateral races, along with border dyking, to service hundreds of hectares of land. The 1980s also saw the opening of a Rangiora branch, allowing an expansion into gravel supplies and processing. Not long after the turn of the century staff numbers had topped 100, while Taggart’s was involved in activities as disparate as building a lift on the tailing dam at the Macraes mine in Central Otago for OceanaGold, helping develop the massive Northwood subdivision in Christchurch, and being part of the contractor alliance that constructed the Kate Valley landfill, a facility that services much of the South Island. This complex and challenging project was completed on time, and on budget. Then came the Christchurch earthquakes, and the resulting huge volumes of work called for in the rebuild, both in the residential and commercial sectors. For some years, demolition was a priority, but the company also acquired a drainage business, and a water and services company, expanding its in-house capacity to deliver a full suite of civil construction services. Paul Taggart has been involved with the family business all of his working career, though not originally in a supervisory role. When he left school he trained as a diesel mechanic and spent 12 years servicing the company’s machinery. His promotion to management level came with brutal suddenness, he recalls: “We were in the middle of one of the biggest jobs we’d ever had, an extension of the Canterbury Timber Products factory, along with its associated civil works, when our project manager abruptly quit. “Almost before I had time to figure out what

52 | Truck & Driver

Above: Paul Taggart started with the family firm as a mechanic, but after 12 years had an unexpected and sudden promotion to project manager.

Below: Heavy haulage division is kept busy shifting Taggart gear from job to job, but also regularly works for other contractors.

Truck & Driver | 53

Left: Mark Taggart’s job as company resource manager means, as he puts it, ‘keepng all the balls in the air all the time’. Below: Like any company that’s not primarily focused on transport, Taggart’s sees trucks as secondary to the wider range of equipment – but they still have to earn their keep.

was happening, it was off with the overalls and ‘You’re the new project manager, congratulations!’ Talk about steep learning curves – this one was nearly vertical! “On the positive side, I had been involved in the business all my life, and had seen the various other aspects of it while doing field servicing, so it didn’t take long to pick up the project management side. Since then, because I’ve worked in a lot of different areas of the business, if somebody has a question I can generally answer it.” At a quick glance, the company’s history might seem like one of linear growth, but that is far from the truth, says Paul: “One of the biggest challenges in a business like ours is the cyclical nature of the economic climate. And maybe this is coincidental, but traditionally it seems to happen on a 10-year cycle, with the last couple of years in each decade seeing a slowdown, followed by a period of consolidation, then growth. “That seemed to hold true for the ‘80s (share market crash) and the ‘90s (Asian financial crisis). Then a decade later we had the GFC. In the wake of that we had dropped from 125 staff to just 52, and were doing letterbox drops to patch holes in residential driveways, just to stay afloat. Were it not for the Christchurch earthquakes, the numbers probably would have dropped even further. “But the expected cycle seems to have been broken by Covid. We had 150 people 18 months ago, and now we’re down below 90. Some of that has been natural attrition, but it’s still very hard to let people go. The world has got faster, and if you don’t react quickly enough to the ups and downs you can be in real trouble. “Two or three years ago the residential property market was

54 | Truck & Driver

absolutely on fire, but then interest rates went sky high, and overnight it virtually stopped. With the rates coming down, we’re now seeing signs of increasing activity in that sector, so the next couple of years should be more positive for major development projects,” he adds. The younger Taggart brother, Mark, handles the resource management side of the business, which covers plant allocation, machine haulage and the truck and trailer combinations. He joined up straight on leaving school (“on a shovel, getting my bum kicked”), but then progressed to the machinery, including a stint on a scraper with the Amuri Irrigation project. Then he had a spell on the trucks, driving both truck and trailers and transporters, before in late ‘80s and early ‘90s driving with North Otago Road Metals. Returning to the family business, Mark operated a new Hitachi digger for a time before taking on his current role. Despite being primarily desk-bound, he says he enjoys getting back on the plant as often as he can. “For the past weeks I’ve been working a couple of hours a day out the back where a big digger has been working with a crusher bucket on, breaking up demolition materials, and I’ve been on a little loader, clearing them out of his way. The process involves pre-breaking the concrete to get as much reinforcing steel loose as possible before feeding it through the main crushing plant. In the plant itself the residual steel is picked up by magnets. Helping out there is a chance for a bit of peace and quiet, whereas the main job is pretty full-on all the time.

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“Basically I do all the programming for plant and the day-to-day despatch of trucks, plus the heavy haulage side – all aspects tie into one another. With the trucks, a lot of the job lies in keeping them working efficiently. Often, if I have a couple of truck and trailer units that we don’t have immediate work for, I’ll ring Road Metals or Fulton Hogan or Paul Smith to see if they might need gap-fillers. “On the other side of that same coin, if we look like we might be running short of units on a job, I’ll pick up the phone and see if the opposition can give us a supply/cart rate for the balance. Sometimes, it can be cheaper to get that service from the bigger boys and then find something else for your own trucks to do. “We use EROAD for road user and location for the trucks, while once a week we run a programming meeting with the supervisors and divisional managers, using an Excel spreadsheet to confirm the forward bookings and job durations for all the plant and equipment. We’ve also started using Mutu, which we find very useful in giving us an instant update on the location and availability of individual plant items. In time, this is likely to supplant a lot of what is now handled by the spreadsheet. “We have a huge range of plant, everything from one tonne to 50t diggers and all points between, plus scrapers, graders and loaders, Then you’ve got all the small stuff – jumping jacks, generators, jackhammers. At the end of the day it’s important to know where everything is, because an individual item might be assigned to a job but not being

56 | Truck & Driver

used at a particular moment, so it could be temporarily used on another project that might need it for a short time. Mutu’s ability to let us keep tabs on everything can lead to a much more efficient use of gear.” Mark points out that the company is pretty much self-contained, with a division covering three waters, its own earthworks, two quarries, the trucking side, heavy transport, and a specialised demolition section. In this mix trucks are seen more as a necessity than a fundamental of business...but they also have to operate at a profit, he adds: “My challenge on a daily basis is to keep all the balls in the air. Most of my activity is handling our own jobs, but we also hire equipment out to the likes of Corde when they’re short.” A heavy transport section that’s bigger than what you might expect to handle the company’s own gear alone has an historical background, he explains: “Some time ago we a contract with CHH and Rayonier, covering most of Canterbury their forestry operations in Canterbury. The work involved establishing and maintaining skid sites and access roads. “We also used to shift all the forestry gear. At one stage we had four transporters on that job full time, set up to handle loads up to 75t.

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Handling demolition waste accounts for quite a deal of the trucking fleet’s activities. Tighter environmental regulations occasionally mean it has to be carted quite long distances to suitable landfills.

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“We still have the trailers and tractor units, which means we do shifts for other contractors as well, and have four guys on staff with pilot certificates. Two also have BESS (bridge engineering selfsupervision) accreditation. “Like every transport-related firm, we have an age problem among the truck drivers, most of ours being at least 50. Alongside that, the preference among the young people coming on board these days seems to be for plant operators rather than drivers.” Paul Taggart concurs: “Over the past 10 or 12 years we’ve developed and grown our systems and policies, and have invested a lot of money into training. But we have the same problem as the wider transport industry, of getting young people into truck driving. I guess one factor is the difficulty of getting a Class 5 licence, calling for three or more years and several thousand dollars. We support young people financially in getting licences, but even then there seems to be a lack of interest; it seems easier to attract them into machinery operating or three waters work. “We are fortunate with our business that we are involved in a wide range of activities, so a young person starting with us is not immediately locked into a particular sector – say, civil, demolition or three waters – but gets the opportunity to find where their passion might lie. During this phase they’re not always necessarily productive or efficient, but once they find their slot they can really help the company.” Paul says Taggart’s puts a strong emphasis on maintaining a supportive and inclusive culture, the effects of which has shown up when staff have left for what have looked like better jobs elsewhere, only to return a few months later: “It can be disappointing to see young people who we’ve trained up leaving, without giving anything back. On the other hand, if it’s because they want to travel and see the world, I’m all for it, because they’re going to pick up a whole heap of life experiences that will make them more complete people in the long run.

“We live and die by our core values – Our People, Our Responsibility, Specialists in our Field, Pride in Our Work, Accept the Challenge, Working Together – and we always use them as a template for staff performance. “If people are struggling with their work, we hold them to account against these values; equally, we credit and praise them for upholding the same values.” Taggart’s has an excellent health and safety history, but Paul admits that, prior to the introduction of the Health and Safety in Employment Act in 1992, it was more by good luck than good management that companies in New Zealand got away without more deaths and injuries. “We were all pretty old school and a bit cavalier, and we got away with more things than we didn’t. Now, we are ISO accredited for health and safety, environment and quality, which involves having good systems and processes along with annual audits. We don’t look to pass these with flying colours every time, in fact I prefer it when they point to areas we can improve. “Proper health and safety comes back to training, which done right fixes most of the issues before they become a problem. It’s more than just a box-ticking exercise to get a job over the line.” With such a large and varied range of equipment, maintenance and engineering has a high priority, The workshop at the company headquarters in Belfast has seven mechanics, while the engineering shop at the Rangiora depot has two. The company handles its own truck deck and bucket rebuilds, while the Belfast workshop handles truck COFs and general maintenance as well as some component rebuilds. The truck fleet is mixed in terms of brands, but it’s predominantly Japanese, Hino and UD mainly. As far as vehicle replacement and acquisition goes, it’s dictated more by the ups and downs of the economy than vehicle mileage or age, explains Paul: “We don’t scrimp on maintenance and repairs, the guys in the workshop do a great job, and that means we get Truck & Driver | 59

Both pics: Concrete from demolitions is broken down by special bucket on digger before steel is extracted and it’s fed through crusher. The output is an excellent material for road base. great service life out of the trucks. If anything, the priority on capital investment is more towards the machines, the trucks are seen as somewhat of an evil necessity.” An increased sensitivity to what material can go where in respect to landfills has had an effect on the mileage travelled by the vehicle fleet, he says: “Gaining a consent to dump demolition waste is particularly difficult. For example, currently we have a demolition contract with Kainga Ora, and very little of the product can go to clean fill sites (because of weedkiller on lawns, oil from vehicles and the like) so at times has to be trucked as far away as Temuka or Dunedin. “It keeps the trucks busy, I guess, but possibly not for the right reasons. We might do a $20,000 demolition, but the cost of getting the contaminated spoil to the required fill site

60 | Truck & Driver

could be up to $100,000.” Mark agrees, pointing to the crushed concrete that was used as the top layer for the new headquarters complex (opened in 2022) and its adjoining yard: “When you wet it down and compact it, it reactivates the bit of cement remaining in it, which makes it really hard. If you wanted to cut a trench you’d have to use the ripper tool on a digger. “It’s every bit as useful as first-run quarry material. We’ve been using for some time on jobs like this. The local council was looking at setting up a spec for it as a sub-base for roading, but it might struggle to meet current environmental standards.” In a small way, considerations like this mark the changes of the seven-decade span of Taggart’s – from one man driving to a riverbed and shovelling gravel onto a truck, to an operation with the complex equipment and expertise able to recycle old buildings into a new and useful resource.

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National Road Carriers

2025: are we ready to shift gears economically? W

Justin Tighe-Umbers, CEO, National Road Carriers Association

E KICKED OFF THE YEAR WITH OUR ON SCHEDULE podcast and Infometrics Chief Forecaster and Director, Gareth Kiernan, giving his thoughts on how 2025 is likely to shape up for the transport industry, and New Zealand. Gareth covered a lot of ground, so I’ve summarised a few of the key trends and predictions he talked about for the transport sector. First up, the good news is, it appears our economic activity was largely at its lowest at the end of 2024, with signs that things are now picking up.

keen to deliver on election promises to ‘get stuff done’ which suggests as we move through 2025, construction will be commencing for many significant infrastructure projects. The signs are positive with construction confirmed to start on SH1 Papakura to Drury, the reopening of the Mangamukas, funding approved for the design of Stage 1 of the Hawke’s Bay Expressway and early works on SH1 Belfast to Pegasus Motorway and Woodend Bypass (RoNS), and SH1B Telephone Road reopening confirmed.

Transport predictions

Shortage of skilled workers remains an issue

Initial signs are positive that volumes are starting to trend upwards, but it might not be till the second half of 2025 that momentum really starts to kick in. Cost pressures also appear to be easing, relief from interest rates is starting to have a positive impact with more interest rate cuts predicted to follow. This mix shapes up to support some margin reinstatement for the transport industry with an improvement on volumes and profitability.

Getting our immigration settings right remains an ongoing challenge. While the economy was grinding to a halt the noise around worker shortages dulled, but as the economy ramps up, plans are needed to entice back the skilled machine operators who have sloped off overseas during the last four years. We need immigration pathways for individuals with the technical skills needed to deliver the ambitious infrastructure projects the Government has promised.

Geopolitics and the Trump effect

What can road operators do to protect themselves from the continued volatility?

With Donald Trump securing a second term, a protectionist stance on the US economy likely means more tariffs on imports. While a 10% tariff might stimulate short-term US domestic economic activity, it would come at a cost to US consumers, as local producers already compete without tariffs. In the medium term, reduced trade and slower US growth could weaken China, New Zealand's largest market. This highlights the importance of New Zealand's efforts to diversify trade, including strengthening agreements with countries like the UAE, Gulf States, and India, to mitigate geopolitical risks. Infrastructure investment is beginning to move from promises into reality Throughout 2024 there was a steady stream of infrastructure announcements from Government, particularly in terms of roading. Economic forecasters remain cautious as to how many projects will get shovels in the ground in 2025. Many still need to move through planning and design, with funding mechanisms and legalisation to be worked through to enable delivery. There is no question the current Government is acutely aware of the previous government’s perceived lack of delivery. They appear to be

Given economists are predicting some degree of continued lethargy in the room for another six months or so, transport operators still need to focus on business resilience. Diversification remains key to building resilience and reduces exposure should one sector being doing it tough. But if diversification isn’t possible, which for many it won’t be, then now is the time to make sure you understand your cost structure. It’s crucial to identify opportunities to improve efficiency or increase margins, as businesses that only absorb rising costs will eventually find this approach unsustainable. Equally important is understanding how resilient your customers are – because there is nothing worse than doing $10k of work only to find out they can’t pay your bills. Parting words Can we expect to see a rapid return to the pumping economy of 2018-19? Not this year. But there are green shoots emerging. Interest rates are coming down which is a catalyst to get the economy moving. And while recovery is expected to be gradual and perhaps a bit patchy, predictions are that by the second half of 2025 we should be gaining momentum Truck & Driver | 63

National Road Carriers

Flexible supply chain obscures need for a long term plan James Smith, GM Policy & Advocacy, NRC

F YOU EVER DOUBTED THE ABILITY OF NEW ZEALAND’S SUPPLY chain to just get on and deliver, despite blockages, breakdowns, bad weather and closures – the last month or so demonstrated the flexibility and resilience of the country’s freight systems. While the trucking industry has played a key role, co-operation with other modes of transport including rail and shipping has made it work. Even though the system works around these problems and continues to deliver, these issues once again highlight the need for a 50-year roading and infrastructure plan that is agreed across the political spectrum, so we are not constantly starting and stopping. Here are a few examples of what I’m talking about:

• Railway line blockages: Recent closures of railway lines in Auckland and Wellington to allow for maintenance have not fazed the transport sector. Everything that would have gone by rail has been road bridged with all available trucks being requisitioned and adapted as needed to haul containers. Trucks have been cycling through Ports of Auckland and Metro Port every few minutes to pick up loads so within half an hour or so you have a trainload being carted out by trucks. The whole exercise has been co-ordinated by KiwiRail in co-operation with truck operators – which will be the case again when more closures are planned in April. • Desert Road closure: The two-month long closure of the Desert Road between Tūrangi and Waiouru from mid-January to midMarch to reconstruct 16km of road and replace the deck of the Mangatoetoenui Bridge has added inconvenience for freight between Auckland and Wellington as vehicles can detour via SH41, SH47, SH4 and SH49, adding 30 to 40 minutes to the journey. It is a bit more disruptive for local operators for whom it could add 90 minutes to some trips. Both line haul and local operators accept the work has to be done and are sucking up the short-term inconvenience for the long-term benefit of the upgrades. • Cook Strait ferries: Both KiwiRail and Bluebridge Cook Strait ferries have experienced a string of issues recently mostly

weather related – which have possibly been made out to be worse than they are by news media who now have the Cook Strait crossing firmly in their sights. We continue to call for reliable, well maintained and well-planned infrastructure – and this applies on the Cook Strait. In the meantime, national freight operators have continued to professionally and quietly worked around the issues ensuring goods cross the Strait to their intended destinations in a timely way. What do we learn from this? • Agreed long term plan needed: NRC is delighted the Nationalled Government is getting on with a major new road building programme all around the country, but it is critical new roads are not paid for by deferring maintenance until the last minute on existing ones. Deferring maintenance in order to pay for new roads is a road to nowhere. Looking after what we’ve got in a timely and efficient manner is just as important as building new roads. The extended closure of the Desert Road is another example highlighting why NRC is calling for a 50-year roading plan with scheduled investment in maintenance and restoration to minimise the risk of road network failure and the disruption to transport operators and the businesses and public supply goods and equipment to. NRC supports the full closure as NZTA advises it is the most efficient way of getting the deferred maintenance completed in the fastest possible time. It is critical that NZTA holds its end of the bargain and has the Desert Road open again on time with works completed in the planned two-month period. • All modes are needed: Despite what you might read in the media, which tends to focus on problems and conflict, the different transport modes – road, rail and shipping – work well together. This is just as well because they are complementary – rail and coastal shipping are more economical and efficient than road in some cases, while road will most often be the mode needed for the last mile because of the reach of the road network.

64 | Truck & Driver

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Trucking for a cause

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THE KEENEST ARRIVED AT DAWN AND WERE STILL ON-SITE friendly event, and we definitely achieved that,” Marieka says. after darkness fell. Others spent an hour or so walking along the A final calculation of funds raised has yet to be announced, but lines of polished trucks before heading to another weekend event. the early count assures the three nominated community groups Without ticketed admission and with traffic constantly flowing – the Franklin Hospice, Leukemia Blood Cancer Foundation and through the venue, it’s difficult to put an attendance number on the Bombay Rugby Club – will receive at least $40,000 each. Gate the 2025 Transfleet Trailers/ Allied Petroleum Bombay Truck Show takings were $13,982.70, bringing the total raised from the first held on Saturday January 18. three shows to more than $283,000. What’s certain is the attendance is noticeably up on the estimate of between18,000 and 20,000 from the 2023 show. “An attendance number really is a stab in the dark,” says show coordinator Marieka Morcombe. “Conservatively I’d say it’s about 25,000 this year. Some people stay all day, and some have a look around for a couple of hours, so there’s a constant flow of people in and out of the grounds. “The number is definitely up on the last show [in 2023] because we had people parking over at the school and at the reserve.” Once again, the show successfully merged its multiple focuses of commercial trade show, industry showcase, show & shine competition and family picnic day. There was a strong presence of young children and families with the mini truck rides flat out circling the display areas in the grounds of the Bombay Rugby Club, Allied Petroleum and Transfleet and lots of smiling faces at the Kids Zone. Trailers were the title sponsors of “I don’t think I’ve ever seen as many children and young the show for the third time. families before. It’s one of our main goals to be a family-

Truck & Driver | 67

Above: Hamilton’s Hanes Transport arriving at the show. They went home with the Best Fleet award. Photo David Kinch

Right: The People’s Choice award went to the classic Diamond T Texaco Tanker…Show coordinator Marieka Morcombe announcing the prize winners…There was plenty of interest in the Windrose electric 6x4 tractor unit. The third Bombay Truck Show was a massive success with thousands of enthusiasts and families enjoying ideal weather, varied entertainment and a huge line-up of trucks on display. One amusing story from the days leading up to the event involves a shortage of cleaning products around the Counties region. “We heard stories of de-tar and kerosene being sold out in the local area and tyre shine was also in short supply. The team at TWL mentioned the influx of sales for cleaning products in the week prior,” Marieka says. A total of 473 trucks were assembled for the UDC Finance Show & Shine. Notable winners included Hamilton’s Hanes Transport, with its standout line-up of blue and silver trucks taking out the Best Fleet prize sponsored by Rock & Rubble. The Best Classic prize sponsored by Mainline Distribution was won by Shayler’s 1972 ERF and the Hendrickson People’s Choice

TDM was just one of the many Counties region fleets to support the show with a 5-truck UDC Show & Shine entry.

68 | Truck & Driver

winner was meticulously restored the Diamond T Texaco Tanker. There was plenty of keen competition for the Peter Black Memorial Cup awarded to the Best Local Fleet with the winner being Pukekohe Carriers. A new award this year in memory of Bombay Truck Show founding committee member Lance Peach was a trophy for the Rig of the Show. Cambridge-based C&R Developments claimed the prize with its latest Kenworth T909 heavy haul unit. “A big shout out goes to our judges who were very busy. This year there were 15 judges and they’re from all walks of life and hugely varying ages. They all accepted judging positions just for love,” Marieka says. “We know judging can be contentious, but feedback has been that they nailed it.” Impressive new truck displays were put together by Southpac

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Trucks, Iveco and Isuzu with a range of new product. Intertruck Distributors had two new models creating plenty of interest – the new International HX as well as the FAW H6 tractor unit, the forerunner to a range of new models from the Chinese marque. Transfleet Trailers, one of the event title sponsors, had a selection of new builds on show with the new Kenworth T909

tipper and 5-axle trailer combo for Whakatane’s Hayward Contracting providing an impressive show piece. There was a lot of interest in the hydrogen-diesel dual fuel trucks on display at Change Fuel Tech including a Mack concrete mixer working for Allied Concrete. The NZ Heavy Haulage Association had Continues on page 74

Top: The bright yellow Golden Bay Cement trucks were hard to miss.

Centre: New models on show included the International HX (left) and the Western Star 48X (right).

Main pic: The children’s mini truck rides were always busy lapping the venue.

Truck & Driver | 71

2025 Bombay Truck Show, UDC Show & Shine – results: Best Volvo 2nd Golden Bay QYR640 1st Fitchett Linehaul FLL700

Best Japanese 2nd RPC Logistics HIABS 1st KT Cartage LIFTNV

Best Mercedes-Benz 2nd Pukekohe Carriers MJL322 1st Warren Arnet Ltd OMG899

Best Mack 2nd ACE Towing LTMACK 1st Newey Transport QLA426

Best Western Star 2nd Vernon Developments 1st MC & Sons BDB415

Best MAN 1st Darkside Linehaul QPF89

Best Kenworth 2nd Brett Marsh NFK40 1st Mainline Distribution XKWX

Best International 2nd Sorenson Transport QBK856 1st GT Freighters PBO811

Best DAF 2nd Redman Hiabs MSB548 1st ORT QWQ53

Best Scania 2nd North Trans QAU712 1st Custom Trucks SCANIA

Sponsored Awards: Bombay Truck Show Best Flat Deck/ Skelly – Trenchmate MEC610 Vernon Developments Best Transporter Award – ACE MACKLT Crane Sales Best Self Loading Truck – Pukekohe Hiabs 622NV Jackson Enterprises best Stock Truck Award – Graeme Wright Cartage JSK819 Waitomo Best Tanker Award – Golden Bay GBC10 Quicksilver Linings Best Tipper Award – Michelsons QPR969 Total Truck Glass Best New Truck Award – Kempthorne R660V8 Kraft Best Logger Award – Satherley Logging 4GD900 TRT Endless award – Collin Walter Road Master Best Curtain Sider award – BYB Freighters QHR849 Tyres 4U Long Travel Award – Darkside Linehaul

Best Freightliner 1st CJ Ahrens ROMPER Best Iveco 1st HANES LOWVCO Best Ford 1st John Baillie

Pyramid Trucking Driver Awards (x4) Chris Westlake – driver of the Mini Mack, epic work rate! Langer – Pulling out in front of the boys in blue in his gator causing them to take evasive action, but somehow turning a blind eye Gazza – We wish you a happy retirement (retired from driving the day of the show) Dynes – Long Haul from Invercargill Go in Style, Top Truck 1-1.5 million kms – Watchorn Transport JMK368 Go in Style, Top Truck 1.5+ million kms – NZ Crane Hire LTZ665 Rock & Rubble Best Fleet Award – Hanes Transport Mainline Distribution Best Classic Award – Shayler’s MW ERF Hendrickson People’s Choice Awards – Diamond T Texaco Tanker A&A Transport Cup [Best Mercedes] – Warren Arnet Ltd OMG899 Peter Black Memorial Cup (Best Local Fleet) – Pukekohe Carriers

This recent restoration by John Baillie won the Best Ford prize.

Lance Peach Memorial Trophy (Rig of the Show) – C&R Developments Kenworth CRD9O9

A huge array of prizes was handed out to UDC Show & Shine winners.

72 | Truck & Driver

M W

Above: C&R Developments lined up its impressive Kenworth heavy haulers, with its new T909 (third from left) winning Rig of the Show.

Inset: C.V. Compton reaching for the sky and the Dynes Transport DAF showcasing CH2NGE dual duel technology.

Lower pic: Shayler Transport 1972 ERF was the Show & Shine Best Classic winner. Photo David Kinch Continued from page 71 an impressive display of specialised gear from its members. Another newcomer attracting plenty of attention was a new Western Star 48X and found within the acres of Show & Shine trucks was New Zealand’s first Windrose fully electric tractor unit where plenty of onlookers were exploring the cab via the sliding doors. “Of the three shows we’ve done, this year is my favourite,” Marieka says. “The day ran like it should and I had a lot more help this year, so I was able to get out and see quite a bit of the show and actually enjoy it.” Working from the successful formula of the first two shows, the aim for 2025 was to refine the event. “We did do better on the parking and the traffic flow. It was the main area we set out to improve this time,” Marieka says. “It was definitely a better flow of traffic off the main road and into the venue.”

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74 | Truck & Driver

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Above: Classic race trucks were a popular attraction.

Left (from top): Marques from the past made an appearance like the Collins Transport 1965 Leyland Beaver... Show sponsor Transfleet Trailers have recently completed this new Kenworth T909 for Whakatane’s Hayward Contracting... The NZ Heavy Haulage Association had some big gear on show. Lower pic: Peterbilt, International and Kenworth classics lined up for judging.

A final announcement of money raised and cheque presentations to the show’s three nominated beneficiaries is scheduled for mid-February. And tentative plans are already taking shape for the next show in early 2027. “It’ll be a little while before we announce the 2027 date,” Marieka says. “We’ve got to talk to the landowners and work in with their plans.” But the fourth edition of the show already looks like being even bigger again. “We’re already getting a lot of inquiry from exhibitors who want to increase the size of their stand or have an increased presence,” Marieka says. “No one has said they’re not coming back and at the moment I don’t know how we’re going to accommodate them all. But we’ve got a year to make our next plans.”

Truck & Driver | 77

LEGENDS

Bawldy and the Bush B

Barry Hermansen

ARRY HERMANSEN (OF B&P HERMANSEN LOGGING LTD FAME) may have entered the transport and logging industry a little late, but that doesn’t diminish his valuable contributions. Over three decades, he’s worked tirelessly throughout the central North Island, trained multiple new drivers and even lost his hairline, and for that, he’s a Southpac Legend. “I was always Hermy in the factory days,” says Barry. “And then I suppose when I came into transport, I was receding quite badly and the guys just started calling me Baldy. And then came my wife’s wicked sense of humour – she bought me personalised plates for the ute, and I’ve been ‘Bawldy’ since.” Barry grew up in the small town of Dannevirke. His parents had a farm, where he, his brother and six sisters spent much of their early years in the rural environment. At the age 14-and-a -half, one of Barry’s sisters threw his textbooks into the bath and right then he declared ‘he wasn’t going back to school’. “So, I scored a job at a dairy factory as a labourer, in the milk bottle processing plant – milk bottles and cream,” says Barry. He says that his background on the farm meant that he was always interested in machinery, and that interest moved to trucks. Barry got his license at the age of 18 and went out on the road for the duration of his time at the dairy factory. “They wouldn’t let me go out before I was 18,” he says. “Although they also had a TK Bedford, I started off in a TS3 Commer, but

78 | Truck & Driver

that Commer wasn’t going too good, I didn’t know whether it was me driving it or just Commer in general. So, they gave me a new International ‘Butterbox’, ACCO 1800. And I thought I was king then.” During his time at the dairy factory Barry was also doing part time work (metal and logging) with a contractor, Terry Satherley. “I ended up doing an 18-month stint for him, and got a passion for logging,” says Barry. “That’s where I really wanted to go, but you didn’t think you were going to get an opportunity in a little place like Dannevirke.” He says that the attraction was the challenge of the road and seeing the countryside. “It’s really great being out there in the morning and watching the sunrise and the dark breaking into day. You could talk to yourself, and you’d hear your own echo, it was so quiet, it was cool. So, any chance I had to jump in on anything I would,” Barry says. In 1988 the dairy factory closed the doors, so Barry had to find something to do, especially since he now had a wife and young family. Thankfully his ‘then’ brother-in-law worked in Napier, at Pan Pac. “He wanted me to come up and drive for him,” says Barry. “So, I’d travel up on a Sunday night or Monday morning and work with him for the week. I did that for a while. He had a brand-new Kenworth, and I thought I was made. A K100 with a setback front

axle, I didn’t know any better.” Barry’s sister and brotherin-law parted ways and as a result, so did Barry, opting to head south, traveling from Dannevirke to Masterton and working for a haulage company for a couple of years, before returning back to the Pan Pac mill. “I got the opportunity to put a truck on casual,” says Barry. “The bank wasn’t very interested in giving us money, because they’d heard of casual contracts not going very far. But anyhow, we stuck it out for 12 months, and were offered a full contract in 1995, an opportunity I jumped at. From then on that was that.” The business started off as B&P Hermansen Partnership, before then changing to B&P Hermansen Logging Ltd. “I started off with a second-hand Foden and then in 1999 I bought a brand-new Kenworth with a C12 CAT in it. A really good little lorry that was as well.” Barry continues; “I was 45 at that stage, and that’s where I always reckon that I was a bit late getting into transport. But don’t get me wrong, I enjoyed every minute that I had there.” Barry got a second truck (and driver) around 2003, but didn’t think he could afford another Kenworth, so he bought a Volvo FH. “And then we got rid of the two of them, and I bought two Kenworth Signatures in 2005,” says Barry, evidently proudly. They continued as Barry and driver for a while, before Barry went off the trucks, and the business went up to two drivers, with Barry filling in for holidays. “Then in 2011, we put four new Kenworths on and I sort of got up

in the staff numbers. But I was getting older as well. So, I thought that was going to be my maximum,” says Barry. As the years rolled on, Barry began to slow the business down and then Cyclone Gabrielle came in early 2023. “I had one good driver and myself, and I thought, `we’ll see how the old health stacks up’. The driver needed money that we couldn’t afford to pay him sitting still. We let him and the truck go, and that was me. That was at the end of March 2023,” he says. “We’re married with two boys, and both have got other interests. One’s a farmer, and one owns a Ford garage at Whakatane and isn’t interested in trucks, so it was an easy decision to get out. We didn’t have to do a family thing,” says Barry. After the flood, Barry did a few months with a local carrying company, metaling the forest roads, followed by driving for Craig, his nephew, and ‘trying not to let the reins go, but getting told I should let the reins go’. Barry was in the logging/transport industry for around 30 years and says that it’s his passion that kept him there. “The passion was in the trucks; they’re a beautiful thing to look at. Everyone’s got their own design and whatnot, but it’s quite good going out there in the morning and looking at them and saying; ‘They’re nice and they’re ours’. “Not when they’re broken down, I don’t enjoy them then,” he jokes. On that, Barry recalls one morning one of his drivers called and said, there’s a bit of a rattle in the engine. “And that resulted in the broken crankshaft. That was, that was probably my saddest time as far as mechanical breakdown,” he says. According to Barry, the logging industry itself is challenging with its ups and downs.

Truck & Driver | 79

“When it’s going good, it’s good naturally. And then you have your tight times. I’m hearing from the boys that it hasn’t come back since the flood. They’re going okay, but it’s not great.” As for the forestry workers, Barry says you have your good ones, and the not so good. “The odd one was a bit rough and knocked the gear around, and you went away with your lip dragging a bit.” Barry says; “It’s pretty hard to tell a loader driver that you’ve got $200,000 invested in a logging trailer. Some don’t care which is a bit disappointing.” He says that engineering changed a lot during his time, believing that the technology has helped, albeit at a cost. “They’ve got it pretty easy now, with lighter chains. The biggest challenge was throwing chains over high loads. Plus, air winches so you don’t have to crank down on the twitches. “They should get that mandatory in the bush, because if you can stop somebody’s shoulder from damage in the early part of it, then they’re not gonna have a problem later.” Reflecting on his time, Barry says that four drivers out of his company have now become owner drivers at the mill. “Which I feel quite happy about. Every young fellow needs a chance.” Barry’s wife Pauline has been with him all the way. He says that ‘she’s gone along for the ride’, but adds that some days, when the mail man would bring a maintenance bill down the driveway, he thinks she could have run away from it. “But she’s been really passionate. She knows that it was in my blood, and there was no way she was going to get it out until it ran out,” Barry says. Barry has a few ‘advice’ quips. “When I started driving up here, the drivers with Pan Pac said; ‘You’re not a logging truck driver

80 | Truck & Driver

until you rolled the trailer. (this was pre rollovers). I thought, gee, I don’t know about that.’ “I was determined that I was never going to have a trailer roll over. And I’m pleased to say that throughout my career I never have. So, I don’t believe that was good advice.” He also says; “Learn and listen. Because even at my age I am still learning. And listen to the legends here, we’ve had some good guys here, we’ve lost some just recently, and you take out what they say. Cautiousness in the bush and stuff like that.” And as for those just starting out, he says don’t try to be a legend in five minutes. “Just learn to crawl before you walk. Legends will come later in life if you haven’t tipped things over or buggered it up. And honestly, my biggest gripe with new drivers was that they wanted to do 100kph in a fully loaded logging truck.” Outside of logging and transport, Barry’s interests lie in caravaning now, but adds that his sport was always motorsport – stock cars, jet boat racing, things like that. “The old blood was running petrol fumes all the way through it. “But now, when I think about it. I did a 25-year stint with a dairy factory and just done 30 here, plus odd jobs in between. I think trucks have been my life’s history, really,” says Barry.

FEATURE

The Iveco sweep of the Dakar podium was led by Czech driver Martin Macik who won by more than two hours.

Power Stars shine in the desert AFTER 12 STAGES OF GRUELLING competition in the space of 14 days through the dunes, canyons, and mountains of Saudi Arabia, Iveco has claimed a hat-trick in the Truck category of the 2025 Dakar Rally. The third consecutive win in the Rally Raid marathon for an Iveco Power Star was also a back-to-back success for the Czech MM Technology team and driver Martin Macik. After some close competition in the first three stages, Macik and his crew of Frantisek Tomasek and David Svanda built up a commanding lead and were never headed. Their final winning margin was just over 2h 20m ahead of runner-up Mitchel van den Brink (Netherlands). Van den Brink battled with Czech driver Ales Loprais for most of the event with the separation between the rivals rarely being more than five minutes as the pair battled for the podium honours. The eventual margin to decide the podium places was 5m 30s in favour of van den Brink. The only challenger to the Iveco armada in 2025 was the Tatra from the Czech Buggyra ZM Racing team driven by Martin Soltys. The Tatra climbed as high as fourth place in the standings until two stages from the finish it was delayed and dropped back to finish 14th with a hefty

provision of penalties for its issues. Another Dutch crew under the MM technology banner finished fourth with Kees Koolen behind the wheel while Lithuanian driver Vaidotas Zala make a big impression on his first attempt in the Truck division, running as high as third place early on in his Iveco and finishing in fifth overall. Zala had previously contested the event on nine occasions in the Car category. With the absence of the Russian Kamaz team from the 2023, 2024 and 2025 events, the Dakar has been a duel between the Czech and Dutch teams.

One interloper into the fight is Japan’s Hino Team Sugawara, longtime Dakar stalwarts with a highly developed Hino 600. The Japanese challenger with Teruhito Sugawara at the wheel ran as high as seventh place at the half-way point of the rally but was slowed with transfer box issues in the final three stages, slipping down the order with its penalties to finish 13th overall. With the delays for Soltys and Sugawara’s Hino the only non-Iveco to place in the top-10 was the Tatra FF7 of Czech driver Tomas Vratny in ninth place.

The trucks race in formation though the desert landscape of Saudi Arabia.

Truck & Driver | 81

2025 Dakar Rally Truck Category – overall results: 1 Martin Macik (Czech Republic), Frantisek Tomasek (Czech Republic), David Svanda (Czech Republic) MM Technology Iveco Power Star, 58h 42m 58s. 2 Mitchel van den Brink (Netherlands), Moises Torrallardona (Spain), Jarno van de Pol (Netherlands) Eurol Rallysport Iveco Power Star, +2h 21m 13s. 3 Ales Loprais (Czech Republic), David Kripal (Czech Republic), Darek Rodewald (Poland) Instatrade Loprais Team De Rooy FPT Iveco Power Star, +2h 26m 43s. 4 Kees Koolen (Netherlands), Wouter de Graaff (Netherlands), Daniel Kozlovsky (Czech Republic) MM Technology Iveco Power Star, +6h 14m 42s. 5 Vaidotas Zala (Lithuania), Paulo Fiuza (Portugal), Max van Grol (Netherlands) Skuba Team de Rooy FPT Iveco Power Star, +7h 17m 24s 6 Martin van den Brink (Netherlands), Bart van Heun (Netherlands), Rijk Mouw (Netherlands) Eurol Rallysport Iveco Power Star +7h 50m 43s 7 Richard De Groot (Netherlands), Jan van der Vaet (Belgium), Jan Hulsebosch (Netherlands) Firemen Dakar Team Iveco Power Star, +12h 05m 21s 8 Anja van Loon (Netherlands), Ben van de Laar (Netherlands), Jan van de Laar (Netherlands) Fried van de Laar Racing Team De Rooy FPT Iveco Power Star, +15h 02m 00s 9 Tomas Vratny (Czech Republic), Bartlomiej Boba (Poland), Jaromir Martinec (Czech Republic) Fesh Fesh Team Tatra FF7, +23h 41m 24s

The Hino 600 of Team Sugawara climbed as high as seventh overall before being slowed with driveline issues.

10 William de Groot (Netherlands), Koen Hendriks (Netherlands), Remon van der Steen (Netherlands) De Groot Sport Iveco Power Star, +29h 31m 27s.

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The Buggyra ZM Tatra of Martin Soltys was among the early front runners until he was slowed in the final days.

Anja van Loon (Netherlands) was the sole female driver in the Truck category this year and she finished eighth overall in her Iveco Power Star. The 2025 event saw 44 starters in the Truck category with 18 being classified as finishers. The route covered almost 8000km of competition starting in Bisha in the south west of the country on January 3 and looping through the nation to finish at Shubaytah on January 18 after finishing in the dunes of the Empty Quarter of Saudi Arabia’s eastern corner. This year’s Dakar was the 47th edition of the event and sixth occasion it has been staged in Saudi Arabia.

Right: Ales Loprais from the De Rooy team powers through the dunes on the way to third place.

Lower left: Rally winner Martin Macik tackles the massive dunes in his MM Technology Iveco Power Star.

Lower right: Overnight service time for the Buggyra Racing Tatra team.

Truck & Driver | 83

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JP Roadhaul ( Jeff and Pam Hill) are owner-operators based at Mt Maunganui with a new Kenworth T909 working for IXOM. The Flat Roof 28-inch IT sleeper has a 600.615hp Cummins X15 Euro 5 engine, Eaton Fuller RTLO22918B 18-speed manual transmission, Meritor MFS73 front axle and Meritor MT21-165GP rear with dual diff locks, and Airglide 460 rear suspension. Exterior highlights include a Kentweld Rodeo bumper, Alcoa Dura-Bright wheels with stainless work and lighting by Mainline Distribution at Te Poi. The cab features limited edition gauges, dash mounted cruise and engine brake switches, RVE customised leather seats with embroidered KW bug and heaters, and a Pearlcraft steering wheel. A Bro Lube auto greasing system is fitted and Marty’s High Performance Signs did the signage and graphics. Sold by Tim Finlay.

A slow start to the year NEW ZEALAND’S NEW TRUCK AND TRAILER registration figures confirm a slow start to 2025, with the January data for both sectors well below the January 2024 volumes. According to NZTA provisional data there were 339 trucks (with a GVM of 4.5 tonnes-plus) registered during the first month of the new year, a hefty 26.6% decrease on the 462 sales from January 2024. Official NZ Transport Agency registration data shows that trailer registrations are also significantly down year-on-year for the start of 2025, with 87 registrations being a 41.2% decrease on the January 2024 total of 148. Hino has started the year strongly to gain the number one position in the truck market (4.5t GVM-plus) achieving 60 registrations in January. The 2024 truck market leader Isuzu therefore moves back to second with 45 registrations and Fuso ranks third with 40. Fruehauf continues its leadership in the trailer market claiming the top spot with 14 registrations for January, however this is down from 20 units in 2024. In the 4.5t to maximum GVM truck market behind the leading Japanese trio of Hino Isuzu, and Fuso, the January figures show 38 registrations for Scania to claim fourth position ahead of Iveco (32), Kenworth (29), DAF (17), Volvo (17), Mercedes-Benz (15) and UD (11) rounding out the top-10. In the 3.5-4.5t crossover segment, Fiat (24) is the convincing leader

ahead of LDV (23), Mercedes-Benz (9), Ford (8), Volkswagen (4), Renault (4), Iveco (3) and RAM (2). In the 4.5-7.5t market segment Iveco (18) holds the lead ahead of Isuzu (13) and Fuso (13) tied in second with Hino (12), Foton (9), Volkswagen (7) and Mercedes-Benz (7) following. The 7.5-15t segment sees Hino just ahead, registering 21 trucks in January with Isuzu (20), Fuso (14), Iveco (6), Foton (2) and Hyundai (2) next. The small 15-20.5t category is led by Hino (7), ahead of UD (2), Fuso (2), and Iveco (1). A very quiet 20.5-23t segment shows only three registrations for the month, shared between Hino (2) and Fuso (1). Scania continues as it finished in 2024 leading the 23t-max category with 37 registrations for January 2025. However, this well below the 62 registrations Scania recorded in January last year. Kenworth (29) is making a solid start to 2025 to take second position and Hino (18) moves into third position. Volvo (17) and DAF (17) are tied in fifth and the rest of the top-10 is completed by Isuzu (12), Fuso (10), UD (9), Mercedes-Benz (7) and Iveco (7) rounding out the top-10. Fruehauf (14) retains the top spot in the trailer market for January ahead of Transport Trailers (10), Patchell (7), Domett (5), TMC (5), Roadmaster (4), Transfleet (4), TES (4), MTE (3) and Jackson (3) rounding out the top-10 brands. Truck & Driver | 85

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

Vol 60 45 40 38 32 29 17 17 15 11 11 7 4 4 2 2 2 1 1 1 339

2025

% 17.7 13.3 11.8 11.2 9.4 8.6 5.0 5.0 4.4 3.2 3.2 2.1 1.2 1.2 0.6 0.6 0.6 0.3 0.3 0.3 100

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

Vol 24 23 9 8 4 4 3 2 77

2025

% 31.2 29.9 11.7 10.4 5.2 5.2 3.9 2.6 100

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

Vol 18 13 13 12 9 7 7 4 2 2 2 89

2025

% 20.2 14.6 14.6 13.5 10.1 7.9 7.9 4.5 2.2 2.2 2.2 100.0

January Vol % 60 17.7 45 13.3 40 11.8 38 11.2 32 9.4 29 8.6 17 5.0 17 5.0 15 4.4 11 3.2 11 3.2 7 2.1 4 1.2 4 1.2 2 0.6 2 0.6 2 0.6 1 0.3 1 0.3 1 0.3 339 100

January Vol % 24 31.2 23 29.9 9 11.7 8 10.4 4 5.2 4 5.2 3 3.9 2 2.6 77 100

January Vol % 18 20.2 13 14.6 13 14.6 12 13.5 9 10.1 7 7.9 7 7.9 4 4.5 2 2.2 2 2.2 2 2.2 89 100

Hilton Haulage have added this DAF XF Super Space Cab 8x4 curtain sider unit to its fleet. The 530hp XF with 16-speed TraXon automated transmission is driven by Julian Mason who is carting mussels New Zealand-wide. Sold by Mike Gillespie.

Hino takes top spot for January 7501-15,000kg GVM Brand HINO ISUZU FUSO IVECO FOTON HYUNDAI MERCEDES-BENZ SCANIA Total

Vol 21 20 14 6 2 2 1 1 67

2025

% 31.3 29.9 20.9 9.0 3.0 3.0 1.5 1.5 100

January Vol % 21 31.3 20 29.9 14 20.9 6 9.0 2 3.0 2 3.0 1 1.5 1 1.5 67 100

15,001-20,500kg GVM Brand HINO UD FUSO IVECO Total

Vol 7 2 2 1 12

2025

% 58.3 16.7 16.7 8.3 100

January Vol % 7 58.3 2 16.7 2 16.7 1 8.3 12 100

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

Vol 2 1 3

2025

% 66.7 33.3 100

January Vol % 2 66.7 1 33.3 3 100

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

Vol 37 29 18 17 17 12 10 9 7 7 2 1 1 1 168

2025

% 22.0 17.3 10.7 10.1 10.1 7.1 6.0 5.4 4.2 4.2 1.2 0.6 0.6 0.6 100

Trailers Brand Vol FRUEHAUF 14 TRANSPORT TRAILERS 10 7 PATCHELL 5 DOMETT TMC 5 ROADMASTER 4 TRANSFLEET 4 TES 4 M.T.E. 3 JACKSON 3 FAIRFAX 3 LOWES 3 CWS 2 TRT 2 SEC 2 KRAFT 2 WARREN 2 HAMMAR 1 STEELBRO 1 TANKER 1 HTS 1 OTHER 8 Total 87

2025

% 16.1 11.5 8.0 5.7 5.7 4.6 4.6 4.6 3.4 3.4 3.4 3.4 2.3 2.3 2.3 2.3 2.3 1.1 1.0 1.1 1.1 9.2 100

January Vol % 37 22.0 29 17.3 18 10.7 17 10.1 17 10.1 12 7.1 10 6.0 9 5.4 7 4.2 7 4.2 2 1.2 1 0.6 1 0.6 1 0.6 168 100

January Vol % 14 16.1 10 11.5 7 8.0 5 5.7 5 5.7 4 4.6 4 4.6 4 4.6 3 3.4 3 3.4 3 3.4 3 3.4 2 2.3 2 2.3 2 2.3 2 2.3 2 2.3 1 1.1 1 1.1 1 1.1 1 1.1 8 9.2 87 100

TUF700 is a super smart new Hino 700 Series 6x4 Euro 6 tipper for Sierra Delta Civil (Sam Dews) based in Upper Hutt. The FS 2848 variant with 480hp and 16-speed TraXon AMT is on civil construction, earthmoving and drainage duty around the Wellington region. The 700 has leaf spring suspension, inter-axle and cross diff locks, transmission intarder, and a 4275mm wheelbase. The metallic silver was painted in-house at Sierra Delta Civil with signs by Dzine Signs in Trentham.

LOGBOOKS

Logbook prices are wholesale and include postage and handling. Bulk purchase discounts are automatically applied during checkout.

A5 Logbooks Price per unit 1 box (50 units) or more.......... $7.00 +GST Less than 50 units ................. $8.10 +GST

A4 Logbooks Price per unit 1 box (35 units) or more.......... $17.50 +GST Less than 35 units ................. $19.00 +GST

Order online: transporting.nz/shop or contact admin@transporting.nz

Truck & Driver | 87

Sheldrake Haulage in Tokoroa has its first new DAF. It’s a CF 530 8x4 curtainsider unit handed over in early February with DAF Europe Area sales manager Michael De Boer attending from Holland. The CF is powered by a 530hp Paccar MX-13 producing 1920 lb-ft of torque with a 16-speed TraXon AMT. The DAF axles feature full cross locks and features include Alcoa Dura-Bright rims, a night heater, and B-pillar blind spot camera. Sold by Adam McIntosh.

Combined Roading Services from Tauranga is building its fleet with the addition of a new MAN TGX 26.640 for low loader machinery moves. The 6x4 sleeper has a 640hp MAN D38 paired with Tipmatic 12.30 OD transmission, a 3.08:1 drive ratio, rear air suspension and disc brakes with ABS/EBS. The TGX has Alcoa Dura-Bright Evo alloys along with extra LED’s on mirrors and visor, a stainless back plate across cab with Stop tail and indicator lights, reverse camera mounted under aerofoil, full width/length chassis cover and it will get a top Kelsa bar with spotlights. Sold by Michael Rolley, Penske Tauranga.

88 | Truck & Driver

years

BENEFACTORS

TD33501

k n ! a u y o h T

years

POWER IS NOTHING WITHOUT CONTROL

M. 0277 696 179

E. ropeworxnz@xtra.co.nz

NZ DISTRIBUTOR

Craig Moorcock’s CMT (2016) Ltd has a new Volvo FH16 700 8x4R sleeper based in Napier for Pan Pac logging operations. The 700hp D16 produces 3150Nm of torque with a 12-speed I-Shift AMT, straight front axles, RTS 2370B rear axles and 8-airbag suspension with extra high chassis height. Disc brakes are fitted with the full Volvo Advanced Safety Suite including passenger side view camera. Patchell Industries supplied the log gear and 4-axle trailer with extras including a King Bars Pacific Road Train bull bar with drop-in tow pin. The FH16 has factory paint, signage by Caulfield Signs Rotorua and is driven by Greg Springer (Scooby). Sold by Simon Wilson.

John West Logistics has a new Auckland-based UD Quon 6x4 crane truck. The CW26-400AS model with GH11 engine and ESCOT-VI 12-speed AMT rides on 8-airbag ECAS rear suspension and has a single reduction, hypoid gear rear end with cross locks. ABS/EBS disc brakes are standard with a safety roster including Traffic Eye Brake, Traffic Eye Cruise Control, Lane Departure Warning, Electronic Stability Control, Automated Hill Start Assist, Lane Change Support (LHS & RHS), and Blind Spot Information System (LHS & RHS). Custom Motorbodies built the body and installed the Palfinger PK22002 crane. The Diamond Roofing livery is by Brave Design. 90 | Truck & Driver

Procut Earthworks in Silverdale has ramped up its power and precision by adding a second Fuso Shogun 510 tipper to its growing fleet for hauling excavated material and delivering aggregate for clients across the Auckland region. The FV 2651 fitted with a DT12 AMT and has a Morgan Engineering 5.0m Hardox tipper. Sold by Daryl Norrish at KAT Whangarei with paint by Comm-Fleet Northland.

IT’S NOT JUST ABOUT THE MONEY CrediFlex is built on credibility, flexibility, honesty, and integrity. Our Financial Advisers put the right solutions in place to help you grow your business. It’s not about saying yes or no, it’s about understanding what you need and how to deliver the best result for you. CrediFlex partners are nationwide, allowing us to get in and get it done, no matter where you are.

COMMERCIAL LENDING

WORKING CAPITAL

PREMIUM FUNDING

EG34731

ASSET FINANCE

0800 CREDIFLEX

crediflex.co.nz

CELEBRATING

YEARS

THURSDAY 20th – SATURDAY 22nd MARCH 2025, TD34700

PAIHIA, BAY OF ISLANDS

CLASSIFIED

TRUCK & DRIVER

6109 AND 8209 REMAN TRANSMISSIONS AND PARTS AVAILABLE

ALL FULLER ROADRANGER TRANSPORT, DIESEL & MARINE TRANSMISSION PARTS RECONDITIONED EXCHANGE OPTIONS AVAILABLE THE RIGHT PARTS . . . THE RIGHT PRICES . . . RIGHT HERE!

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4707QPLUS 16.5” x 7” BRAKE SHOE KIT WITH HARDWARE

ND 8209 NSMISSIONS AVAILABLE

HUBO’S FIVE YEAR/500,000KM WARRANTY

6109 AND 8209 REMAN TRANSMISSIONS AND PARTS AVAILABLE

$99.00+GST

HUBO’S

Suit - Mack, Freightliner, KW, Isuzu, Western Star, International with Meritor driveFIVE axle YEAR/500,000KM

HI & LOW BASE

FACTORY REMAN REAR DRIVE HEAD RRL23-160 4.30 RATIO

$4500+GST 6109 AND 8209ALL FULLER ROADRANGER 6109 AND 8209 GENUINE 6109 AND 8209 CLUTCHES HUBO’S REMAN TRANSMISSIONS TRANSMISSION PARTS REMAN TRANSMISSIONS REMAN TRANSMISSIONS PARTS AND PARTS AVAILABLE POA FIVE YEAR/500,000KM WARRANTY AND PARTS AVAILABLE RECONDITIONED EXCHANGE OPTIONS AVAILABLE AND PARTS AVAILABLE

DRANGER PARTS

NS AVAILABLE

FLANGES, UJ’S, STRAP KITS

RECONDITIONED EXCHANGE OPTIONS AVAILABLE POA

POA

JAPANESE TORQUE ALL FULLERROD ROADRANGER TDM DRIVELIN BUSH ALL FULLER ROADRANGER SELECTION OF YOKE CLUTCHES TRANSMISSION PARTS $30.00 EACH + GST HI & LOW BASETRANSMISSION POA PARTS FLANGES, UJ’S, S RECONDITIONED EXCHANGE OPTIONS AVAILABLE

POA

TDM DRIVELINE RANGE

SPRING BR CHAMBE

RECONDITIONED EXCHANGE OPTIONS AVAILABLE

SPRING BRAKE CHAMBERS VALUE LINE 15” X 2” 10SPL CERAMIC 1650 FT LBS SUIT HINO / FUSO / ISUZU 2424 / 2430 / 3030 WITH BOOSTER HI CLUTCH & LOW BASE

UINE RTS

From $65.00 EACH + GST $1280+GST

TORQUE USH

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H + GST

$495+GST

GENUINE PARTS

SELECTION OF YOKES, COMPANION 2424 / 2430 / FLANGES, UJ’S, STRAP KITS HI & LOW BASE From $65.00 EAC POA

HI & LOW BASE

JAPANESE TORQUE SPRING BRAKE CHAMBERS ROD BUSH K3436 XY SHIFTER KIT GENUINE $30.00 EACH + GST

2424 / 2430 / 3030 $650+GST PARTS From $65.00 EACH + GST

GENUINE PARTS

Auto Air Mechanical Auto Conditioning Service & Repairs JAPANESE TORQUEElectrical JAPANESE TORQUE Available at our Penrose and Papakura locations ROD BUSH ROD BUSH $30.00 EACH + GST

EG35055

BASE

ALLTDM FULLER ROADRANGER DRIVELINE RANGE SELECTION OF YOKES, COMPANION TRANSMISSION PARTS

CLUTCH

JAPANESE TORQUE $30.00 EACH + GST ROD BUSH $30.00 EACH + GST

Can’t find the parts you need? Call us we can help www.tdm.co.nz TRANSPORT, DIESEL & MARINE

Ph: 0800 501 133

8 Prescott Street, Penrose, Auckland  Email: ray@tdm.co.nz I john@tdm.co.nz Truck & Driver | 93

CLASSIFIED

TRUCK & DRIVER

PRE-TENSION SEATBELTS! PRE-TENSION SEATBELTS ARE IN STOCK NOW, GET IN QUICK FOR ALL YOUR ISUZU, VOLVO, MERCEDES AND SCANIA NEEDS NOW!! A pre-tension seat belt is part of a vehicles Supplemental Restraint System, SRS Pre-tension seatbelts are in many OEM ISRI seats in vehicles such as - ISUZU, MERCEDES, SCANIA and VOLVO. Failure to fit the correct pre-tension seat belt may result in the vehicles SRS not functioning as it was designed.

IN STO

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94 | Truck & Driver

WE PERFORM

BETTER UNDER

PRESSURE

ENGINEERED FOR PERFORMANCE. BUILT TO LAST. Hydreco manufactures state-of-the-art hydraulic components for a diverse range of systems, including tippers, low loaders, concrete trucks, and truck cranes.

TRT also has the hydro-mechanical engineering capability to design solutions for any transport need, including Hiab and Jonsered cranes, Multilift systems, and all tipping scenarios.

As the exclusive distributor in New Zealand, TRT offers Hydreco’s extensive selection of hydraulic parts and equipment tailored for the heavy transport industry.

Plus, with nationwide technical support and a fully equipped workshop in Hamilton, we can provide expert hydraulic fit-outs to ensure optimal performance and reliability.

CALL US TODAY TO TALK WITH OUR PARTS TEAM

0800 452 155 trt.co.nz

TRT are the exclusive NZ agents for Hydreco

CLASSIFIED

TRUCK & DRIVER

NEED SPRINGS?

WE HAVE SPRINGS

Parabolic springs & leaves, multi leaf springs & leaves, coil springs, shackle pins, bushes and U/bolts

0+ ye6ar s in business

Rotorua:

35-37 Sunset Rd, Ph: (07) 348 0169

Auckland:

39 Tironui Rd, Takanini, Ph: (09) 298 4162

EG30643

0800 856 700 (09) 8186 287 sales@hoisthydraulics.net

EG28872

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

Hamilton:

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

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

WAIKATO

NZ Alphabet of Trucks and Truckers Volume 1 : A-I

This book takes you through all the brands that have been at work in New Zealand from A-I. There will be brands in the book that you might not have ever heard off.

LIMITED EDITION

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

TD34847

The road transport industry has made a major contribution to the development and prosperity of New Zealand. The internal combustion engine (petrol and diesel) from the earliest 1900s took over from horses and steam vehicles. Now, 120 year later, we are seeing a new era emerging with electric and other gas powered vehicles arriving.

WHEEL SEALS WHEEL WHEEL WHEELSEALS SEALS SEALS Four outside diameter seal points to ensure Four Four outside Four outside outside diameter diameter diameter sealseal points seal points points to ensure to ensure to ensure Four outside diameter seal points to ensure Unique multi-zone labyrinth design provides the best protection andlabyrinth thedesign lowest friction Unique Unique Unique multi-zone multi-zone multi-zone labyrinth labyrinth design design provides provides provides multi-zone design provides theUnique the best the best protection best protection protection andlabyrinth and the and the lowest the lowest lowest friction friction friction the best protection and the lowest friction

Roadranger Rebuilt and or Factory New + Spicer Clutch to suit – $POA Rubber front face protects from brake heat Rubber Rubber Rubber front front face front face protects face protects protects from from brake from brake brake heat heat heat Rubber front face protects from brake heat reduces run-in period, reduces required torque andreduces keeps the seal cool from therequired outset reduces reduces run-in run-in run-in period, period, period, reduces reduces reduces required required torque torque torque run-in period, reduces required torque andreduces and keeps and keeps keeps the the seal the seal cool seal cool from cool from the from the outset the outset outset and the seal cool from theprevents outset Largekeeps crumple zone/safety gap internal damage Large Large Large crumple crumple crumple zone/safety zone/safety zone/safety gapgap prevents gap prevents prevents Large crumple zone/safety gap prevents internal internal damage damage damage 2ND HAND internal internal damage Wide inside diameter with three rubber-ribbed points toinside ensure proper sealing capability Rebuilt Wide Wide inside Wide inside diameter diameter diameter with with three with three rubber-ribbed three rubber-ribbed rubber-ribbed Wide diameter with three rubber-ribbed points points toinside ensure to ensure to ensure proper proper proper sealing sealing sealing capability capability capability Rebuilt points points to ensure proper sealing capability

Core Change may apply RTLO14918 RTLO16919 RTLO18918 RTLO20918

Rebuilt RTLO18918AS3 FO-18E318BMXP Rebuilt FO-20E318BMSP Rebuilt Factory New & RebuiltSEAL RANGE MERITOR WHEEL MERITOR MERITOR MERITOR WHEEL WHEEL WHEEL SEAL SEAL SEAL RANGE RANGE RANGE RTLO22918 Rebuilt MERITOR WHEEL SEAL RANGE SKF Part No. INDUSTRY CODE E-BARRIER RTLO18918AS3 Rebuilt CLASSIC SKF SKF SKF Part Part No. Part No.No. INDUSTRY INDUSTRY INDUSTRY CODE CODE CODEE-BARRIER E-BARRIER E-BARRIER Part No. INDUSTRY CODE E-BARRIER

MER0113 MER0113 MER0113 MER0113 MER0113 MER0123 MER0123 MER0123 MER0123 MER0123 MER0136 MER0136 MER0136 MER0136 MER0136 MER0143 MER0143 MER0143 MER0143 MER0143 MER0164 MER0164 MER0164 MER0164 MER0164 MER0173 MER0173 MER0173 MER0173 MER0173

40136 40136 40136 40136 40136 42623 42623 42623 42623 42623 35066 35066 35066 35066 35066 46305 46305 46305 46305 46305 43764 43764 43764 43764 43764 47697 47697 47697 47697 47697

708 708708708 708 701 701701701 701 704 704704704 704 702 702702702 702 705 705705705 705 709 709709709 709

MER0213 MER0213 MER0213 MER0213 MER0213 MER0223 MER0223 MER0223 MER0223 MER0223 MER0236 MER0236 MER0236 MER0236 MER0236 MER0264 MER0264 MER0264 MER0264 MER0264 MER0273 MER0273 MER0273 MER0273 MER0273

40129 40129 40129 40129 40129 42627 42627 42627 42627 42627 35058 35058 35058 35058 35058 43761 43761 43761 43761 43761 47692 47692 47692 47692 47692

808 808808808 808 801 801801801 801 804 804804804 804 805 805805805 805 809 809809809 809

Part No. INDUSTRY CODE E-BARRIER Part Part No. Part No.No. INDUSTRY INDUSTRY INDUSTRY CODE CODE CODEE-BARRIER E-BARRIER E-BARRIER Part No. INDUSTRY CODE E-BARRIER

EASY-FIT & TOUGH DESIGN FOR SUPERIOR EASY-FIT EASY-FIT EASY-FIT && &TOUGH TOUGH DESIGN DESIGN DESIGN FOR FOR FOR SUPERIOR SUPERIOR SUPERIOR PROTECTION & OPTIMUM PERFORMANCE. EASY-FIT &TOUGH TOUGH DESIGN FOR SUPERIOR PROTECTION PROTECTION PROTECTION & & OPTIMUM & OPTIMUM OPTIMUM PERFORMANCE. PERFORMANCE. PERFORMANCE. PROTECTION & OPTIMUM PERFORMANCE.

STEMCO NATIONAL 37 VOYAGER STEMCO STEMCO STEMCO NATIONAL NATIONAL 373737 VOYAGER SKF STEMCO CLASSIC CLASSIC CLASSIC NATIONAL VOYAGER VOYAGER NATIONAL 37 CLASSIC VOYAGER 40136 370036A 373-0113 40136 40136 40136 40136 42623 42623 42623 42623 42623 35066 35066 35066 35066 35066 46305 46305 46305 46305 46305 437643 437643 437643 437643 437643 47697 47697 47697 47697 47697 SKF

370036A 370036A 370036A 370036A 370065A 370065A 370065A 370065A 370065A 370048A 370048A 370048A 370048A 370048A 370025A 370025A 370025A 370025A 370025A 370048A 370048A 370048A 370048A 370048A 370003A 370003A 370003A 370003A 370003A NATIONAL

373-0113 373-0113 373-0113 373-0113 373-0123 373-0123 373-0123 373-0123 373-0123 383-0136 383-0136 383-0136 383-0136 383-0136 373-0143 373-0143 373-0143 373-0143 373-0143 383-0164 383-0164 383-0164 383-0164 383-0164 393-0173 393-0173 393-0173 393-0173 393-0173 STEMCO

APPLICATION APPLICATION APPLICATION APPLICATION APPLICATION

TRAILER - STANDARD FORGE, DANA TRAILER TRAILER TRAILER - STANDARD - STANDARD - STANDARD FORGE, FORGE, FORGE, DANA DANA DANA TRAILER - STANDARD FORGE, DANA TRAILER - FRUEHAUF PROPAR TRAILER TRAILER TRAILER - FRUEHAUF - FRUEHAUF - FRUEHAUF PROPAR PROPAR PROPAR TRAILER PROPAR STEER -- FRUEHAUF MERITOR, EATON STEER STEER STEER - MERITOR, - MERITOR, - MERITOR, EATON EATON EATON - MERITOR, EATON TRAILERSTEER - MERITOR GENERAL PURPOSE TRAILER TRAILER TRAILER - MERITOR - MERITOR - MERITOR GENERAL GENERAL GENERAL PURPOSE PURPOSE PURPOSE TRAILER MERITOR GENERAL STEER - MERITOR FL941 -PURPOSE MFS STEER STEER STEER - MERITOR - MERITOR - MERITOR FL941 FL941 FL941 - MFS - MFS - MFS STEER - MERITOR FL941 - MFS DRIVE - MERITOR, DANA DRIVE DRIVE DRIVE - MERITOR, - MERITOR, - MERITOR, DANA DANA DANA DRIVE - MERITOR, DANA

APPLICATION APPLICATION APPLICATION APPLICATION APPLICATION

Factory New EATON FS-8309A Transmission – ONE ONLY. Needs to be moved, Priced to sell. PLUS XL SKF SKF SKF SKF PLUS PLUS PLUS XLXLXL PLUS XL 40129 40129 40129 40129 40129 42627 42627 42627 42627 42627 35058 35058 35058 35058 35058 43761 43761 43761 43761 43761 47692 47692 47692 47692 47692

5NATIONAL STAR NATIONAL NATIONAL 5NATIONAL STAR 5 STAR 5 STAR 5 STAR 380036A 380036A 380036A 380036A 380036A 380065A 380065A 380065A 380065A 380065A 380001A 380001A 380001A 380001A 380001A 380048A 380048A 380048A 380048A 380048A 380003A 380003A 380003A 380003A 380003A

DISCOVER STEMCO STEMCO STEMCO STEMCO DISCOVER DISCOVER DISCOVER DISCOVER 373-0213

TRAILER - STANDARD FORGE, DANA 373-0213 373-0213 373-0213 TRAILER TRAILER TRAILER - STANDARD - STANDARD - STANDARD FORGE, FORGE, FORGE, DANA DANA DANA 373-0213 TRAILER - STANDARD FORGE, DANA 373-0223 TRAILER - FRUEHAUF PROPAR 373-0223 373-0223 373-0223 TRAILER TRAILER TRAILER - FRUEHAUF - FRUEHAUF - FRUEHAUF PROPAR PROPAR PROPAR 373-0223 TRAILER PROPAR 383-0236 STEER -- FRUEHAUF MERITOR, EATON 383-0236 383-0236 383-0236 STEER STEER STEER - MERITOR, - MERITOR, - MERITOR, EATON EATON EATON 383-0236 STEER - MERITOR, EATON 383-0264 STEER - MERITOR FL941 - MFS 383-0264 383-0264 383-0264 STEER STEER STEER - MERITOR - MERITOR - MERITOR FL941 FL941 FL941 - MFS - MFS - MFS 383-0264 STEER - MERITOR FL941 -UNITISED MFS 393-0273 DRIVE - MERITOR, DANA, K-HITCH AXLE 393-0273 393-0273 393-0273 DRIVE DRIVE DRIVE - MERITOR, - MERITOR, - MERITOR, DANA, DANA, DANA, K-HITCH K-HITCH K-HITCH UNITISED UNITISED UNITISED AXLE AXLE AXLE 393-0273 DRIVE - MERITOR, DANA, K-HITCH UNITISED AXLE

DEALS ON ALL AGED PARTS STOCK!! INQUIRE NOW... Contact Transport Repairs for more details and to order: Contact Contact Contact Transport Transport Transport Repairs Repairs Repairs forfor more more more details details details and and and toto toorder: order: Contact Transport Repairs forfor more details and toorder: order:

TRUCK AND TRAILER PARTS FOR ALL MAKES AND MODELS TRUCK TRUCK TRUCK AND AND AND TRAILER TRAILER TRAILER PARTS PARTS PARTS FOR FOR FOR ALL ALL ALL MAKES MAKES MAKES AND AND AND MODELS MODELS TRUCK AND TRAILER PARTS FOR ALL MAKES AND MODELS MODELS

TD34616

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TAKING ORDERS NOW

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ERA OF THE

*Competition terms and conditions apply. For information visit: www.westernstar.com.au/new-zealand-competition-2024

PHONE – 09 250 7808 NZSALES@PENSKE.CO.NZ WESTERNSTARTRUCKS.CO.NZ