NZ Truck & Driver October 22 by NZ Truck & Driver

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| October 2022

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BIG TEST Luxury Logger | FLEET FOCUS From Humble Beginnings | FEATURE: Dream Maker

FLEET FOCUS

From Humble Beginnings

FEATURE

Dream Maker

Issue 261

Luxury Logger

The Official Magazine of

ISSN 1174-7935

TOGETHER STRONGER.

Our uniquely Kiwi story is about family – and you are at the heart of it.

For 50 years Kiwis and FUSO of Japan have worked together to test, refine and deliver world-class trucks that perform exceptionally in New Zealand and throughout the world. Together we have worked to maximise productivity, and lead the cause of uncompromised safety and wellbeing for our people, environment and communities. On FUSO’s anniversary of 50 years in New Zealand we thank those generations who, to this very day, keep industry moving through our spirit of collaboration, innovation and sheer hardwork, always striving to be the best we can be. Our uniquely Kiwi story is about family and you are at the heart of it.

MITSUBISHI FUSO Authorised Distributor Fuso New Zealand Ltd www.fuso.co.nz

Piha, New Zealand, 2022

CONTENTS Issue 261 – October 2022 4

News

The latest from the world of road transport including…. Mack gears up for its big Kiwi celebration; International introduces its new global engine; An $850,000 boost for wellbeing support in the Kiwi road transport industry; Local truck show news and the latest hydrogen and electric truck developments.

Giti Tyres Big Test

Luxury Logger: Hautapu Haulage brings the comfort and technology of Volvo’s flagship 750hp FH16 to the logging industry. The big Swede proves to be effortless performer when hauling big loads on Central North Island highways.

the rural transport industry and a company that has three of his daughters involved in day-to-day operations.

65 72

Transporting New Zealand

The October update from Ia Ara Aotearoa Transporting New Zealand looks at industry pay rates and the first workshops for the Livestock Supply Chain Ropu Charter Workshop and the Driving Change Diversity Programme.

Teletrac Navman Fleet Focus

From Humble Beginnings. Murray Righton started as an employee at Ellesmere Transport and now his family owns and runs the company, which is involved in livestock, freight and spreading work against the backdrop of some of New Zealand’s most spectacular scenery.

FEATURES: 60 Southpac Trucks Legends

Gold Star Trucker: Waihi’s John Lockley has a fleet of gold painted trucks, 50 years of experience in

MANAGEMENT

Drug Taker Turns Dream Maker

Truck driver Jake Adams lost a leg in a motorcycle crash, but he has gained a new approach to life.

COLUMNS

Truck Racing Preview

Next-gen eCanter

Vic’s Half Century

The addition of multi-time Australian champ Steven Zammit is adding anticipation to the NAPA Auto Parts NZ Super Truck Championship that starts at Manfeild on Labour weekend. FUSO has revealed details of its next-generation eCanter. The focus is all about a wider range of roles for the electric light-duty truck. Vic Hungerford has driven trucks for 65 years. In September he marked 50 years working for the same company.

Dunedin’s Special Day

Coverage from Dunedin’s popular “Special Rigs for Special Kids” parade which attracted more than 200 trucks.

REGULARS:

CrediFlex Recently Registered

Latest NZTA registration data confirms the heavy commercial segment delivered another strong month in September. Plus, a bumper photo gallery of new trucks on the road.

It’s Political

NZ’s major political parties are given the opportunity to offer their opinions on issues affecting the road transport industry. This month National and ACT offer their views.

Guest Column

Guest columnist David Downs suggests New Zealand could take a more Australian approach to business.

National Road Carriers Association

Newly appointed NRC CEO Justin Tighe-Umbers explores the idea that many of the challenges facing the road transport industry could also prove to be opportunities.

New Zealand Heavy Haulage Association

Oversize operators need to play their part in communication to make sure loads can safely negotiate road works sites.

80/ Double Coin Tyres NZ Transport 81 Imaging Awards

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

ADMINISTRATION MANAGER

Publisher

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

Sue Woolston

Advertising

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

Sue Woolston Phone

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

accounts@trucker.co.nz

SUBSCRIPTIONS accounts@trucker.co.nz 021 411 950

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

EDITORIAL Editor

Colin Smith 021 510319 colin@trucker.co.nz

Associate Editor

Brian Cowan

CONTRIBUTORS

Wayne Munro Ian Parkes Olivia Beauchamp Gerald Shacklock David Kinch

ART DEPARTMENT Design & Production Luca Bempensante Zarko Mihic EQUIPMENT GUIDE AUCKLAND, NORTHLAND, BOP, WAIKATO, CENTRAL NORTH ISLAND Advertising Trudy Woolston 027 233 0090 trudy@trucker.co.nz

AUCKLAND, LOWER NORTH ISLAND, SOUTH ISLAND Advertising Hayden Woolston 027 448 8768 hayden@trucker.co.nz

Phone Freephone Postal Address Street Address Web

+64 9 571 3544 0508 TRUCKER (878 2537) PO Box 112 062, Penrose, AUCKLAND 172B Marua Road, Ellerslie, AUCKLAND www.alliedpublications.co.nz

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

www.facebook.com/nztruckanddriver

www.nztruckanddriver.co.nz Truck & Driver | 3

NEWS The Versatile range of 4WD tractors are powered by Cummins diesel engines and hydrogen combustion models will extend that partnership.

Hydrogen for the farm

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ONE OF THE EARLY APPLICATIONS FOR THE hydrogen fuelled version of the Cummins 15-litre engine family currently under development, is expected to be powering future Versatile tractors. Cummins and tractor manufacturer Buhler Industries have signed a letter of intent and plan to integrate the Cummins 15-litre hydrogen engines in Versatile’s equipment to lead the decarbonisation of the agriculture market. “Versatile is a longstanding manufacturer in the agriculture space with a reputation for excellence in tractors,” said Ann Schmelzer, General Manager Cummins Global Agriculture Business. “Our companies share a commitment to technology, quality and dependability for our customers. Cummins is excited to be working with Versatile as we leverage our respective strengths to create new opportunities for both companies.” Since 1967, Versatile has used Cummins engines exclusively in all fourwheel drive tractors. For decades, both Versatile and Cummins have been leaders in technology innovation and delivering reliable performance to farmers across the globe. Each company is uniquely positioned to build on their exceptional histories in agriculture as they step forward into new powertrain technologies. “While diesel engines continue to be the flexible power of choice for the foreseeable future in agriculture, such a collaboration enables both companies to develop low and zero carbon solutions that are ideally suited to farming,” said Adam Reid, Versatile’s Vice-President of Sales and Marketing. The 15-litre, six-cylinder hydrogen combustion engine is built on Cummins’ new fuel-agnostic platform, where below the head gasket each fuel type’s engine has largely similar components, and above the head gasket, each has different components for different fuel types (diesel, natural gas and hydrogen). Full production of the hydrogen version is expected to begin in 2027. “Cummins has recently announced its plan to leverage existing platforms and expertise in spark ignited technology to build hydrogen engines. The high commonality among engine components between diesel and hydrogen leverages scale advantages for OEMs, while delivering the reliability that

farmers need,” says Schmelzer. Cummins says hydrogen combustion engines will provide a cost effective zero-carbon fuelled solution for high load factor and high utilisation applications. Key benefits of using this technology include enabling a more-timely solution to reduce carbon emissions without sacrificing productivity. It minimises the impact on the machine design for manufacturers, allowing common parts and components across platforms to drive scale advantages, reducing costs. When integrated in farm equipment, farmers will have a solution that is dependable, as well as easy to service and maintain T&D

The Cummins M15H hydrogen engine is based on the popular X15 diesel unit. Truck & Driver | 17

CONSTRUCTION CREW. FUSO delivers powerful tipper solutions across light, medium and heavy-duty applications. From the pure muscle of SHOGUN, featuring Japan’s most powerful truck ever, to FIGHTER, the middle-weight champion, and CANTER, New Zealand’s favourite light tipper truck, we have a solution for you. Our trucks are built for New Zealand with industry-leading attributes across light, medium and heavy-duty applications. Maximise your payloads reassured that FUSO’s class-leading Japanese dependability, Daimler inspired performance, and impeccable safety will deliver for you day after day, payload after payload. Talk to your local FUSO dealer today for tipper solutions that will deliver for you. fuso.co.nz/tipper-solutions

SCAN HERE TO LEARN MORE!

MITSUBISHI FUSO Authorised Distributor Fuso New Zealand Ltd www.fuso.co.nz

Photo: Western Hills Quarry, Horahora, Whangarei

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

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

* **

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

7178_CANZ 210x297 W 5mm Bleed.indd 2

15/03/2022 20:47

CONTENTS Issue 261 – October 2022 4

News

transport industry and a company that has three of his daughters involved in day-to-day operations.

65 72

Giti Tyres Big Test

Transporting New Zealand

Teletrac Navman Fleet Focus

From Humble Beginnings. Murray Righton started as employee at Ellesmere Transport and now his family owns and runs the company, which is involved in livestock, freight and spreading work against the backdrop of some of new Zealand’s most spectacular scenery.

FEATURES: 60 Southpac Trucks Legends

Drug Taker Turns Dream Maker

Truck driver Jake Adams lost a leg in a motorcycle crash, but he has gained a new approach to life.

Truck Racing Preview

The addition of multi-time Australian champ Steven Zammit is adding anticipation to the NAPA Auto Parts NZ Super Truck Championship that starts at Manfeild on Labour weekend.

Next-gen eCanter

FUSO has revealed details of its next-generation eCanter. The focus is all about a wider range of roles for the electric light-duty truck.

Vic’s Half Century

Vic Hungerford has driven trucks for 65 years. In September he marked 50 years working for the same company.

CrediFlex Recently Registered

Latest NZTA registration data confirms the heavy commercial segment delivered another strong month in September. Plus, a bumper photo gallery of new trucks on the road.

COLUMNS 85

Dunedin’s Special Day

Coverage from Dunedin’s popular “Special Rigs for Special Kids” parade which attracted more than 200 trucks.

REGULARS:

It’s Political

NZ’s major political parties are given the opportunity to offer their opinions on issues affecting the road transport industry. This month National and ACT offer their views.

Guest Column

Guest columnist David Downs suggests New Zealand could take a more Australian approach to business.

National Road Carriers Association

Newly appointed NRC CEO Justin Tighe-Umbers explores the idea that many of the challenges facing the road transport industry could also prove to be opportunities.

New Zealand Heavy Haulage Association

Oversize operators need to play their part in communication to make sure loads can safely negotiate road works sites.

80/ Double Coin Tyres NZ Transport 81 Imaging Awards

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

Gold Star Trucker: Waihi’s John Lockley has a fleet of gold trucks, 50 years of experience in the rural

MANAGEMENT

ADMINISTRATION MANAGER

Publisher

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

Sue Woolston

Advertising

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

Sue Woolston Phone

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

accounts@trucker.co.nz

SUBSCRIPTIONS accounts@trucker.co.nz 021 411 950

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

EDITORIAL Editor

Colin Smith 021 510319 colin@trucker.co.nz

Associate Editor

Brian Cowan

CONTRIBUTORS

Wayne Munro Ian Parkes Olivia Beauchamp Gerald Shacklock David Kinch

ART DEPARTMENT Design & Production Luca Bempensante Zarko Mihic EQUIPMENT GUIDE AUCKLAND, NORTHLAND, BOP, WAIKATO, CENTRAL NORTH ISLAND Advertising Trudy Woolston 027 233 0090 trudy@trucker.co.nz

AUCKLAND, LOWER NORTH ISLAND, SOUTH ISLAND Advertising Hayden Woolston 027 448 8768 hayden@trucker.co.nz

Phone Freephone Postal Address Street Address Web

+64 9 571 3544 0508 TRUCKER (878 2537) PO Box 112 062, Penrose, AUCKLAND 172B Marua Road, Ellerslie, AUCKLAND www.alliedpublications.co.nz

www.facebook.com/nztruckanddriver

www.nztruckanddriver.co.nz Truck & Driver | 3

NEWS

Macks ready for Manfeild THE LARGEST SINGLE-MARQUE TRUCK INDUSTRY event of 2022 year will be the Mack New Zealand 50 Year Celebrations set for the Manawatu during Labour weekend. The Saturday October 22 event will celebrate 50 years since Motor Truck Distributors commenced assembly and sales of Mack trucks in New Zealand. A truck show showcasing about 180 Mack models from across the last 50 years will be held at the Manfeild race circuit in Feilding from 9am on Saturday October 22. Entries have been received from owners and enthusiasts nationwide, from the Far North to Invercargill. Iconic Mack FR, B, R, CF, CL, and CH models will be on display accompanied by recent and current generation Super-Liner, Granite, Trident and Anthem models from the bulldog marque. Unique Mack merchandise will be available along with food and coffee, raffles (proceeds donated to the ‘I Am Hope’ charity) and spectator access to the OctoberFast motor race meeting taking place on the Manfeild track. The race programme includes the opening round of the 2022-23 NAPA Auto Parts NZ Super Truck Championship.

4 | Truck & Driver

The show will conclude with a truck parade around the Manfeild circuit at the conclusion of Saturday’s racing. Saturday evening from 7pm sees the celebrations move to the Awapuni Racecourse, Palmerston North with an opportunity for friends, new and old, to catch up over food and a drink with live music, auctions and speeches from key Mack people. There are also pre and post-event social gatherings with a Friday prematch at The Cobb Speedway Bar, Palmerston North from 7pm and a Sunday breakfast/brunch BBQ, sponsored by Truckstops, at the MTD Mod Centre, 29 Malden St, Palmerston North from 8.30-11.30am. The 50 Years event celebrates the trucks, staff and customers who have all contributed to the success of the Mack brand in New Zealand. From 1972 until the early 2000’s Mack trucks were assembled in New Zealand at the main assembly plant in Malden Street, Palmerston North. From there assembly was shifted to Volvo Group Australia out of the Wacol factory in Brisbane. For more information: https://50years.macktrucks.co.nz/ T&D

NEWS Commercial Japan Partnership Technologies Corporation (CJPT) is jointly planning a light-duty fuel cell (FC) electric truck for the mass-market, but Hino is no longer a partner with Isuzu and Toyota.

Hino Motors expelled from CJRT projects HINO’S COMMERCIAL AND LEGAL WOES, STEMMING from the falsified emissions testing certification revealed in March, has led to it being expelled from the Commercial Japan Partnership Technologies Corporation (CJPT). Since its establishment in April 2021, CJPT partners have been working to accelerate the spread of CASE (Connected, Autonomous, Shared, Electric) technologies which aim to contribute in achieving a carbon neutral society and reducing the burden on drivers and workers. Akio Toyoda, President of Toyota Motor Corporation (Toyota), says the misconduct committed by Hino is incompatible with CJPT’s aspirations and goals and the continued inclusion of Hino in activities will not gain the understanding of its customers and the public. Hino will be excluded from all agreements, including the joint planning agreement, and Hino’s equity stake (10%) in CJPT will be transferred to Toyota. In the projects that CJPT is currently working on, such as the previously announced social implementation in Fukushima and Tokyo, Hino will play a minimal role to not cause inconvenience to CJPT’s customers. CJPT is working on several projects including hydrogen combustion engines, hydrogen fuel cell electric trucks and the standardisation of cartridge batteries for electric vehicles. Along with Toyota, other partners in CJPT projects include Isuzu, DENSO, Daihatsu and Suzuki. “As the parent company and a shareholder of Hino, we are extremely disappointed with the company’s misconduct in relation to the certification testing, which has greatly undermined the trust of our customers and all

other stakeholders,” says Akio Toyoda. “Hino has committed misconduct in engine certification for a long period of time, and the company is in a situation where it is not to be recognized as one of the 5.5 million individuals in the Japanese automotive industry. “CJPT is a project to build the future together, based on Japan’s CASE technology. As of now, we believe that Hino’s participation will cause inconvenience to stakeholders, and we have decided that it is appropriate to expel Hino from CJPT. This conclusion was reached after discussions with the companies involved. We will continue to work with our partners on the project to solve the issues facing the transportation industry and contribute to achieving a carbon neutral society.” In a statement following the expulsion, Hino Motors said: “We take this decision very seriously. Throughout our history, we have made a variety of efforts under our motto to help find solutions to social issues. However, considering the fact that the misconduct in relation to certification testing has been long-term and widespread, we can only say that we have not even reached our starting point in solving these issues. “We first will acknowledge and reflect deeply upon the seriousness of the misconduct we have committed and its root causes, and correct what we should correct. We need to return to our origins as a commercial vehicle manufacturer that helps people and goods get where they need to go, and behave resolutely to become reborn as a company that is once again needed by society.” T&D Truck & Driver | 5

YOUR HAMMAR. YOUR WAY

HAMMAR 195:

+ Versatile – PrecisionLeg™ for optimal stabilising + Light – low tare + Strong – 36-tonne Safe Working Load (SWL) or 40-tonne option + Stable – legs extend for firm base and transfer + Weighing – by each crane or total + High lift – ideal for stacking option + Reach – long outreach cranes + Ease – crane/stabiliser side-by-side design + Safety+™ – computer monitored handling as std + SDS – Hammar Soft-Drive System + Flex – Trailer or Truckmounted

HAMMAR 110: + Fast + Narrow + Light + Safe + Reach + Weighing + Strong + Stable + High lift + Ease + Safety+™ + SDS + Flex

– new SledgeLeg™ technology, 50% faster – SledgeLeg™ use for confined spaces – from 8.4-tonne tare – optimal crane geometry – long outreach cranes – by each crane or total – 36-tonne Safe Working Load (SWL) – legs extend for firm base and transfer – ideal for stacking option – crane/stabiliser side-by-side design – computer monitored handling as std – Hammar Soft-Drive System – Trailer or Truckmounted

HAMMAR 130:

+ Versatile – handles two 20’ containers or one 40’ container via 3 cranes + Unique – middle crane folds into chassis to accommodate a single 40’ + Sliding – for maximum payload with a single 20’ option + Light – only 7.5 tonne tare + Strong – 16-tonne Safe Working Load (SWL) + Stable – legs extend for firm base and transfer + Reach – long outreach cranes + Ease – crane/stabiliser side-by-side design + SDS – Hammar Soft-Drive System + Flex – Trailer or Truckmounted

Every freight delivery is different, so our three high-performance HAMMAR models are designed for your needs. Each HAMMAR is constructed from premium grade steel from Swedish and NZ components, to be stable, strong, fast and built to last. Designed for easy operation, service and maintenance in mind. You cannot buy a better sideloader. With more than 45 years experience in sideloaders and a reputation for quality of manufacturing and service, HAMMAR sets the standard.

Now sold in 115 countries MADE IN NEW ZEALAND

HAMMAR Sideloaders are Made in New Zealand from local and Swedish components to suit YOUR transport needs.

Hammar New Zealand Ltd, 16 Marphona Cres, Takanini, Auckland. 0800 2 HAMMAR sales.nz@hammarlift.com www hammarlift.com

NEWS Scott McLaughlin’s Team Penske Freightliner sponsored Dallara/Chevrolet.

Scott makes a charge THE TEAM PENSKE INDYCAR DRIVEN TO VICTORY by Kiwi star Scott McLaughlin at the Grand Prix of Portland in early September, had made its way to the track hauled by a Freightliner eCascadia electric truck. The penultimate round of the IndyCar series at Oregon’s Portland International Raceway was a chance for Penske Truck Leasing and Team Penske to be welcomed to the hometown of Daimler Truck North America (DTNA) and to showcase the Electric Island recharging facility. McLaughlin qualified his Freightliner Dallara/Chevrolet on pole position and raced to a commanding win at Portland, leading 104 of 110 laps to score his third victory of the 2022 IndyCar Series. He led home Team Penske team-mate Will Power and fellow Kiwi Scott Dixon. DTNA’s Electric Island is a first-of-its-kind electric charging station for medium- and heavy-duty commercial vehicles in North America. Electric Island helps accelerate the development, testing and deployment of CO2-neutral commercial vehicles (tank to wheel) like the recently launched, eCascadia which is built in Portland, Oregon. A joint venture between DTNA and Portland General Electric (PGE) which opened in 2020, Electric Island is located across the street from DTNA headquarters. It’s equipped with eight different chargers and the site is designed to allow the chargers of today to be replaced with new charger technologies of the future, including megawatt chargers. Electric Island serves also as the blueprint for a future joint venture with DTNA, NextEra Energy Resources and BlackRock Renewable Power to design, develop, install and operate a high-performance charging network for medium- and heavy-duty battery electric and hydrogen fuel cell vehicles on critical freight routes along the east and west coasts and in Texas by 2026. Phase One is set to begin construction in 2023. Since 2020, Penske Truck Leasing has tested Freightliner eCascadias with its customers in a number of different logistics operations, making deliveries of everything from foodstuffs to grocery stores, supplies to

quick-service restaurant chains, medical equipment to hospitals and, more recently, race cars to racing events. Earlier this year, the three organisations made history when a pre-series eCascadia was used by Team Penske to pull a full-sized race car hauler to the NASCAR Busch Light Clash event in Los Angeles, California. “Overall, driver and customer feedback about the Freightliner eCascadia has been very positive with many noting the electric vehicle features provide a unique driving experience in a familiar package along with the added benefits of enhanced sustainability,” said Paul Rosa, Senior Vice President of Procurement and Fleet Planning at Penske Truck Leasing. “We continue to expand our electric vehicle fleet, using the trucks for customers in various applications, including bringing our Team Penske vehicles to races.” T&D Scott McLaughlin charging the Freightliner eCascadia.

Truck & Driver | 7

NEWS

HARMfree funding secured NTA General Manager Carol McGeady says HARMfree Transport is an industry-designed and industry-led programme supported by ACC.

AN INDUSTRY-LEADING WELLBEING hub to support transport industry staff is being developed following an $850,000 ACC Workplace Injury Prevention Grant. The ACC Workplace Injury Prevention Grants programme provides funding to organisations or individuals who are striving to solve workplace health and safety challenges. HARMfree Transport is an initiative of the New Zealand Trucking Association Inc (NTA) and National Road Carriers Inc (NRC) which will implement a Good Work Design approach to address psychosocial risks of workers in the transport sector to reduce injury. NTA and NRC, in partnership with AutoSense Ltd, Fatigue Management Fit for Duty Ltd, and Success Formula Ltd (NTI) will work together to create a set of tools, information, resources, and training material that will be tailored to the transport industry. HARMfree Transport will focus on improving workplace safety and worker wellbeing, including the implementation of consistent processes, procedures and policies that can be adopted as a roadmap to achieving a risk-free workplace. “As an industry organisation we are closely connected to our members. Their health and safety (H&S) and HR staff often tell us it’s really difficult to connect across different companies. They want to learn and solve issues to create a safer workplace for their team, but it can be really challenging connecting with their peers to seek support, discuss issues and create better processes,” says Carol McGeady General Manager, NTA. “Creating a programme that is industry-designed, industry-led, and supported by ACC, means that the programme will be designed in a language and style that’s practical for transport. With the right systems and processes in place, workplace health and safety incidents will reduce, 8 | Truck & Driver

creating a safer work environment that results in less claims to ACC.” As well as delivering the tools and resources required to create safer workplaces, HARMfree Transport will also provide an environment that encourages H&S and HR experts to reach out for support from their counterparts across the transport industry. The programme is being created to foster the sharing of knowledge via an industry network with a view to creating a safer workplace environment. Justin Tighe-Umbers, CEO, says the programme is ‘human-centred’ in its design. “The programme is designed by the transport industry for the transport industry, so we know this funding will make a difference,” Justin says. Expected outcomes will include increased use of best practice guidelines, greater engagement across all staff on the development of Good Work Design and an enhanced understanding of dynamic risk with a significant reduction of harm and injuries. McGeady and Tighe-Umbers both agree, that without the support from ACC it would be very difficult to get a project like this off the ground. “This initial funding enables us to accelerate development of the HARMfree Transport programme. Helping our transport operators create safer workplaces and share best practice will have so many positive flow-on effects – least of all safer drivers and vehicles on our roads,” says Carol. HARMfree Transport is expected to be running early next year. “There has been quite a lot of work in the background and now the funding is confirmed we are planning to roll out some pilots in the first quarter of 2023,” Carol says. T&D

W O P P C C In In

NEWS

Bombay show sold out Next year’s Bombay Truck Show will be significantly bigger than the inaugural 2020 event.

The truck show takes place at the Bombay Rugby Club grounds on Saturday January 21. Along with naming rights sponsors Transfleet Trailers and Allied Petroleum, the massive Show & Shine - with 400 trucks entered - is sponsored by UDC Finance. A number of leading truck brands are expected to debut new models at the show and there will be live music and children’s activities. The charity benefactors from the event are Franklin Hospice, the Leukaemia Blood Cancer Foundation and the Bombay Rugby Club. In spite of the postponement of the event in 2022, the generosity of the road transport industry allowed the organising committee to present donations of $12,500 each to the three community groups in July. T&D

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SOLD OUT! WITH ALMOST FOUR MONTHS TILL THE big day, organisers of the 2023 Transfleet Trailers and Allied Petroleum Bombay Truck Show have filled all available spaces at the second running of the event. Show coordinator Marieka Morcombe says every exhibitor stand at the January 23 event has been snapped up. “We’ve got 58 exhibitors and 400 trucks signed up for the show. Four months out from the event it’s really exciting and the feedback we are getting is awesome,” Marieka says. “Even though we had the disappointment of Covid cancelling the 2022 event, I think we have a show that will be well worth the wait.”

NEWS Aerial photo over Cambridge and Harrison Road ( July 2022) shows early construction work on the overbridge.

SH2 North Link under way EARLY WORK ON TAURANGA’S $655 MILLION Takitimu North Link Stage One project includes a new bridge structure at Cambridge Road, between Bethlehem and Tauriko. The bridge is a key part of the new 6.8km expressway and shared path connecting Tauranga and Te Puna taking shape over the next five years. Waka Kotahi Regional Manager of Infrastructure Delivery, Jo Wilton, says people will notice big changes across the site since the contractor, the Fulton Hogan and HEB Joint Venture, started work in December 2021. “It’s exciting to see the work starting on the new overbridge at Cambridge Road this month. This site is of real importance to us. It will be visible to the community and we’re mindful of our neighbours as work takes place. “The initial focus across the project site has been on setting up site access and environmental controls, ahead of our first full construction season starting in September, when work ramps up through the drier months to April,” says Ms Wilton. The overbridge will be 100m long and will carry one lane of traffic in each direction, with wider shoulders and footpaths on both sides of the Artist impression of the new Cambridge Road Overbridge.

10 | Truck & Driver

road. The bridge will be constructed just west of Cambridge Road which will keep traffic impacts to a minimum in this area. Once built, traffic will use the new bridge so construction of the new Takitimu North Link road can begin with excavation underneath. “Piling work is expected to take three months, subject to favourable weather and ground conditions. Once the piling is completed, bridge beams will be installed, and the concrete deck poured,” Ms Wilton says, There will be a temporary speed limit in place, people are asked to take extra care by following signs and instructions from our traffic management team. “Further north on the project site has also been a hive of activity, piling work for the Wairoa Road Overbridge, and construction of a temporary bridge crossing the Wairoa Awa (River), are both nearing completion. The project now has more than 200 people working on it, based in a newly constructed site office at Minden Road, Te Puna. To date, more than 50,000 cubic metres of earth has been moved across the project site. This construction season (September to April) around 400,000 cubic metres will be moved, around 13% of the project’s total amount and enough to fill 160 Olympic size swimming pools. The Cambridge Road Overbridge is expected to be complete by late2023. The five-year Stage One programme is the Bay of Plenty’s biggest roading project and will deliver long awaited improvements to State Highway 2 north of Tauranga. In total construction requires three million cubic metres of earthworks and includes eight bridges, 29 culverts, eight stream diversions and seven wetland areas. Artist impression of the new Cambridge Road Overbridge Aerial photo over Cambridge and Harrison Road ( July 2022) Work underway for the temporary bridge crossing the Wairoa River (August 2022) Piling work in progress at Wairoa Road Overbridge site ( July 2022) T&D

NEWS Production of the special edition Peterbilt 389X is limited to 1389 trucks.

X factor Peterbilt MODERN PETERBILT’S ARE A RARITY ON NEW ZEALAND roads. And new limited edition Model 389X will be a rare sight on North American highways as production is restricted to 1389 trucks. The special edition 389X embodies the heritage of the Peterbilt 389 with its bold styling and bright exterior features. Features include a highly polished hood crown surrounding a classic-style, louvered grille sheet inspired by the first 1939 Peterbilt. The hood features a brightly polished centreline trim, exclusive side-hood chrome accents and polished hood fenders. Other bright features include cowl skirts, battery box, fuel tanks, sun visor, bumper and 7-inch chrome exhaust stacks. A distinguished exterior lighting package features LED amber colour light strips that provide stunning lighting in the air cleaners and under the rocker panels. In addition, the truck features 389X exterior badging on the mud flaps as well as on the cab or sleeper.

The interior is as bold as the exterior with dash panels featuring a new Black Pearl burl woodgrain and special black-finish trim accents can be found throughout the cab and sleeper. Additional special features include bright chrome grab handles, a 389X emblem on the shifter plate, embroidered 389X badging on the headrests and badging on the sleeper backwall. Each 389X has a chrome dash plate with the production number of the truck to commemorate each special edition vehicle, as well as a kit of custom 389X merchandise. “From its classic design and high-quality craftsmanship to its exclusive chrome elements and details both inside and out, the 389X will quickly become the most desirable truck on the road,” said Robert Woodall, assistant general manager of sales and marketing. The Model 389X can be ordered as a day cab or in a 72- or 78-inch Sleeper configuration. T&D

Dunedin on show THE DUNEDIN TRUCK SHOW IS LOOKING TO BOUNCE back strongly after a 2022 Covid cancellation. “This year would have been show number six but old mate Covid brought that to a halt. So on January 28 2023 we will hit the ground running, aiming for another cracker show,” says organising committee spokesperson Stan Mason. Planning is well advanced for the event which runs in conjunction with the annual Otago Taieri A&P Show at the Mosgiel Showgrounds. Stan says the first event was instigated by Murray Edgeler and organised at just three months’ notice. “Mustering up prizes was the first step and with a heap of enthusiasm from the road transport network we got a King Rig and People’s Choice trophy together,” Stan says. “At the first show 28 trucks came through the gate and things steadily grew from there, with our best year having 75 trucks attend which was absolutely fantastic. “We currently sit at six on the committee with a range of experience in the transport industry and we have three judges for the day. “This will be the fourth year that our main sponsor is City Auto Glass, who are leaders in windscreen replacement for heavy and commercial

vehicles as well as domestic glass replacements. “And we have many sponsors who kindly donate the range of prizes for the winning categories on the day. “The amount of support we receive and the huge effort that the owners and drivers put into the presentation of their rigs on the day is quite overwhelming.” The A&P Showgrounds is at Dukes Rd, Mosgiel with gates open to trucks at 7am and to the public at 10am. T&D The Dunedin Truck Show is on January 28 at the Mosgiel A&P Showgrounds.

Truck & Driver | 11

NEWS

Is Tesla’s Semi nearly ready? THERE ARE NEW SIGNS THE MUCH-HYPED AND delayed Tesla Semi will soon be a production reality. Earlier this year Tesla CEO Elon Musk told guests at the opening of the new Giga Texas manufacturing plant near Austin that production of the Semi, along with the also delayed Roadster and Cybertruck models, would begin in 2023. More recently new photographs and updated specifications for the Semi have been added to the Tesla website. Notable among the updated specifications is that the Semi is described as having three independent electric motors driving the rear axles. Earlier information suggested there would be four motors.

Tesla says the Semi can operate at a maximum 37.2t GCM and will be available with two battery pack capacity options capable of 300 and 500 miles (482km and 804km) range. Energy consumption is estimated to be 2kWh/mile with the ability for the Semi to be charged to 70% battery capacity in 30 minutes using the Tesla MegaCharger. Tesla announced its plans for a heavy truck model back in November 2017, initially saying it would be in production by 2019. There have multiple delays since then. Among the companies to have placed orders for the Tesla Semi are Walmart, UPS, FedEx, PepsiCo and Anheuser-Busch. T&D

Electric fire trucks for Toronto THE CANADIAN CITY OF TORONTO has ordered two all-electric Vector fire trucks built by Spartan Emergency Response, a subsidiary of REV Group. When delivered, Toronto Fire Services will be one of the first fire departments in Canada to have fully electric, North American-style pumper trucks in its fleet. REV Fire Group introduced the Vector fire truck in August 2021, representing the latest in green, energy-efficient technology for the daily use of fire services. Equipped with 327 kilowatt-hours (kWh) of proven automotive-grade batteries, these trucks will deliver the longest electric pumping duration in the industry, enabling Toronto Fire Services crews to accomplish their typical driving and pumping tasks exclusively on electrically generated power. In addition, the design features low battery cell placement, offering a safer, lower centre of gravity for enhanced stability while operating. With these new additions to the fleet having low to zero carbon emissions, Toronto Fire

Services will further support the Transform TO Net Zero Strategy, an effort to achieve net zero emissions community-wide by 2040. Toronto Fire Services responds to 300 to 400 calls per day, making this purchase a historic order and a big step to achieving this goal.

REV Group companies are leading designers and manufacturers of specialty vehicles and related aftermarket parts and services, which serve a diversified customer base, primarily in the United States, through three segments: Fire and Emergency, Commercial, and Recreation. T&D

Toronto Fire Services will be one of the first fire departments in Canada to have fully electric, North American-style pumper trucks in its fleet.

Truck & Driver | 13

NEWS The Nikola Tre FCEV will be one of the new models to use Bosch fuel cells.

Bosch commits to fuel cells BOSCH IS COMMITTING TO hydrogen fuel cell development to power future heavy truck models. The powertrain and propulsion technology innovator will produce fuel cell stacks in its Anderson, South Carolina, facility as part of a more than US$200 million investment expected to create at least 350 new jobs by the start of production in 2026. Bosch says mobile fuel cell technology are a viable option for climate-neutral transportation of goods in heavy vehicles where battery electric alone still presents challenges due to battery size and weight. Fuel cells make all-electric operation of large vehicles for long trips a reality. The fuel cell stacks produced in Anderson will drive hydrogen-powered trucks coming to the roads of the US in the next few years, including the Nikola Tre FCEV scheduled for release in the North American market from late 2023. “The hydrogen economy holds great promise and at Bosch we are all in,” says Mike Mansuetti, president of Bosch in North America. “This is a significant milestone as we announce the first fuel-cell related production for Bosch in the US to support the growing demand from our local customers as part of a diverse approach to powertrain technology.” The development of the new production process in Anderson is being supported locally with assistance from the state of South Carolina as well as Anderson County. Work has already started on expansion of the Anderson facility to support fuel cell technology. Capital upgrades to the Anderson campus

include an estimated 16356sqm of floorspace to be developed to manufacture the fuel cell stack as well as supporting clean room and climatecontrolled environments required for qualitycritical processes. Fuel cell stack production is highly complex. One stack consists of 3,200 individual parts assembled, more than 400 layers and more than 100 unique components. Fuel cell stack production in Anderson will expand on Bosch’s existing global production for fuel cell stacks, including critical sub-components. “In order to successfully bring fuel cell technology to market in mass scale, it requires a combination of extensive experience in research and development, systems integration and complex manufacturing process,” Mansuetti said. “Bosch is unique in its ability in all these areas. The work we have already done in commercialising

fuel cell technology builds on our extensive experience in developing and manufacturing products for the internal combustion engine at scale.” Bosch will be one of the first to market with large-scale production to support hydrogenpowered commercial vehicles. The company plans to invest more than US$1 billion globally to develop mobile fuel cell technologies by 2024. A fuel cell operates by using hydrogen to generate electrical energy. As the hydrogen ions pass over the fuel cell plates, they combine with oxygen to create electricity. The only by-product is water, allowing the vehicle to run with zero local carbon emissions. When hydrogen is produced using renewable energy, also called green hydrogen, fuel cells enable vehicles to be operated nearly CO2-free. T&D

The Bosch plant in Anderson, South Carolina.

14 | Truck & Driver

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NEWS

The updated International LT can be powered with the new Traton Group global six-cylinder engine.

An International project A BUSY ROLL-OUT OF NEW MODELS FOR THE NORTH American Class 8 truck market is continuing with International Truck announcing its updated LT Series. Improved aerodynamics, new safety technology and the first application of the Traton Group’s S13 global powertrain in an International model delivers up to 15% better fuel efficiency compared to the first generation International A26 engine. Fuel efficiency and performance are further improved with an updated aerodynamic package on the LT Series, ideal for line haul applications. This aero package includes Diesel Exhaust Fluid (DEF) and fuel fill closeouts allowing air to flow smoothly over the chassis skirts. There are also steer wheel closeouts, a modified lower skirt trim improving underbody air flow by restricting air flow through the wheel opening, and a new roof extender improving air flow between the tractor and trailer gap. The updated front-end design includes a new bumper and grille style that aligns with recent updates to other International truck models. A new premium 9-inch sleeper mattress and flip-up bunk help maximise cab space for over-the-road drivers. Advanced driver safety enhancements to braking and collision mitigation systems further improve driver safety and comfort. This includes electronic parking brake technology to automatically engage the vehicle and trailer parking brakes if the driver forgets to set them. The new LT Series can be specified with the International S13 Integrated Powertrain, which is comprised of the 13-litre S13 engine, T14 14-speed automated manual transmission, and Dual Stage Aftertreatment system. Compared to Navistar’s first-generation International A26 engine

specified with the 12-speed overdrive Eaton Endurant HD automated transmission, the new S13 Integrated Powertrain together with the latest updates to the LT Series delivers up to 15% gain in fuel efficiency. “The International S13 Integrated Powertrain sets an industry standard for efficiency, profitability and sustainability,” said Mathias Carlbaum, chief executive officer. “Not only is it the most efficient powertrain we have ever produced, but it is also a major milestone in our journey to zero-emissions transportation.” The S13 Integrated Powertrain was designed using a modular system approach. Modular systems allow for mass customisation of broad variant offerings and ensure a long-term competitive advantage. This equates to faster time to market and lower production costs. The Traton Group modular system enables efficient cross-brand development and production, while still allowing for regional adaptation and validation of the S13 Integrated Powertrain for the North American market. This is the first Group-wide demonstration of a modular solution. The S13 integrated Powertrain is the Navistar branding for what is designated in the Traton Group as the CBE (Common Base Engine). The 13-litre is being introduced into Scania models this year, the Navistar model range in 2023 and MAN from 2024. From 2028 it will also be adopted by Traton’s Brazilian operation, VW Caminhoes e Onibus. The high-efficiency Euro 6 engine is being touted as the first – and last – jointly deployed large diesel engine for the Volkswagen-owned Traton Group. Navistar will build the integrated powertrain at its recently expanded Huntsville, Alabama Powertrain Manufacturing Plant. T&D Truck & Driver | 19

NEWS The upgraded Allison Vehicle Electrification + Environmental Test Centre will allow Allison and its partners to bring innovative technology and new vehicle systems to market faster and more efficiently.

Allison expands test centre ALLISON TRANSMISSION HAS UPDATED ITS VEHICLE Electrification + Environmental Test Centre in Indianapolis to provide capability for hydrogen fuel cell and compressed natural gas (CNG) testing. The updated test centre now has the capabilities to support external customer test and validation programmes for vehicles powered by every major propulsion type, including diesel, gasoline, natural gas, battery electric and hydrogen fuel cell. The capabilities of the 5575sqm facility enable Allison and its partners to bring new, innovative technology and vehicle systems to market faster and more efficiently. “Manufacturers of electric vehicles, including battery electric, hydrogen fuel cell and electric hybrid systems are recognising the value of reducing product development and validation timelines by utilising Allison’s Vehicle Electrification + Environmental Test Centre to assess their vehicles in a controlled thermal environment capable of simulating a broad range of duty cycles,” said David Proctor, General Manager Allison Vehicle Electrification + Environmental Test Centre. “We are excited to expand the facility’s capabilities to support our OEM

partners as they develop and optimise alternative fuel offerings intended to reduce emissions.” As part of Allison’s goal to support the development and deployment of alternative fuel vehicles that reduce emissions, the company has completed the installation of two phases of hydrogen capabilities. Phase one provides the ability to safely detect and manage hydrogen gas or flames in the test cell. This same system is also capable of detection and management of CNG power plants. Phase two includes a low pressure, constant supply of hydrogen directly fed into the vehicle’s fuel cell, providing extended test runs while minimizing downtime for re-fuelling. Allison recently collaborated with one of its OEM partners to successfully complete testing of the first hydrogen fuel cell vehicle at the Test Centre. Additional OEMs are scoping fuel cell vehicle testing projects for later this year. The test facility is the only one of its kind in the Midwest United States, offering the ability to conduct year-round testing in one centralised location that can replicate the extreme environments to achieve dependable, reliable, repeatable, secure results. T&D

Scania opens training centre

20 | Truck & Driver

emanates from Scania headquarters in Sweden and is therefore at a global standard of excellence. We are extremely proud to be offering this international level of expertise to our technicians and apprentices,” says Almaguer. Multiple training aids created by the Scania Academy in Sweden also helps Scania scaleup its factory-based training as it rolls out new technology and training requirements. “This allows Scania to drive the shift to a sustainable transport solution as the specialist training leads to greater uptime for customers’ trucks plus greater vehicle reliability while ensuring we are providing the best service possible throughout our service network,” Almaguer says. T&D

Scania technicians training at the new National Technical Centre in Christchurch.

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SCANIA NEW ZEALAND HAS opened its new National Training Development Centre in Hornby, Christchurch. The facility includes factory supported training models and units to work on, as well as structured training and development programmes for all requirements. It will train the next generation of Scania technicians and ensure they keep pace with the latest Scania technology. Services Director Raúl Rodríguez Almaguer says the facility - which is capable of housing a large rigid truck or even a long chassis bus serves as a valuable resource for Scania New Zealand’s technicians, apprentices and customers. “The training programme provided at the National Training Development Centre

By Shannon Williams

THE

LAST RODEO TRUCKING LEGEND REX HOLDEN With a career in the transport sector spanning 45 years, Rex Holden of Central Pine Transport has seen it all – trucks getting faster, trucks getting flashier, fuel prices skyrocketing, rules and regulations getting tighter, and roads getting worse.

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ollowing in his father’s footsteps (his dad started trucking in Taumarunui back in 1946), Rex entered the transport sector working for Joe Skudder in Hastings in 1977. A year later as an 18 year old, Rex got his licence – and the rest, as they say, is history. After a few years with Joe, Rex moved on to Emmerson Transport. “There were only three of us back then,” he says. “I was the first driver.” Come 1983, Rex moved up to Rotorua where he started with Central Plateau Transport on a 1964 Kenworth – one of the first Kenworths in New Zealand. Rex then went onto Freightways, and ended up an owner driver of a 320 Mack, the first truck he had ever bought. After stints with K&S Traders, TD Haulage and various others, Rex made the big call to head over the Tasman in 2007. “I wanted to have a crack at

the road train work,” he says. “I was only meant to be there a year. I ended up there for nine. I went into partnership with a guy there and between us we had three Volvos, four Kenworths and nine cars.” After getting crook in 2015, Rex felt it was time to head home. After getting back into the logs for a couple years, he set up Central Pine Transport with a brand new Hino – the name and colours in honour of his relationship he had with Jim Middleton for his time at Central Plateau Transport. “When I came to Rotorua in 1983, I had only been with CPT for a week or so when my mum died, so I was going back to Hastings and Jim gave me $200 and a job when I got back. I never forgot that.” The relationships Rex has made in the sector are the most important part of trucking, he says.

“I’ve kept in touch with all my bosses, the people who have employed me, and most of the people I’ve employed, we’ve ended up in long-term friendships,” Rex says. “It’s all about the people you meet. I’ve got mates that I’ve known since I was a young kid, and sadly now a few are passing on, but it is a brotherhood. Even now with the younger guys, I think they still have that brotherhood, but it’s a different game now.” Rex had the Hino for five years before he went on to buy the Scania, aptly named The Last

“ I R E A L LY E N J OY E D DE A L I N G W I TH K R A F T. N OTH I N G WAS A P R O B L E M, TH E Y M A D E TH E P R O C E SS E N J OYA B L E ”

Rodeo, that he’s currently sitting in, custom built by Kraft. “Kraft is customer focused. They really put a lot of effort and pride into their workmanship. The gear sells itself, which says a lot,” says Rex. “The Last Rodeo – everyone put a lot of effort into it. It’s a smart-looking piece of gear. Normally I don’t really care about that stuff – a truck is just a tool for the job – but it’s quite an impressive unit. “Their finish is impeccable, and it is already proving itself, carrying some serious loads in some serious conditions.” What’s next for Rex? “Well I’m 62 now, so I’ll drive this for a couple years and then I’ll put a driver on it,” he says. “It’ll have to be a good driver, mind you.”

NEWS Municipal roles such as refuse collection are seen as an ideal application of new electric truck technology.

Local testing for Mercedes eEconic MERCEDES-BENZ TRUCKS WILL BEGIN VALIDATION trials for the all-electric eEconic in Australia and New Zealand early next year. It’s the second Australasian trial for a fully electric Mercedes-Benz truck model following the August announcement of similar evaluation pilot for the eActros. As the designation suggests, the eEconic is the battery electric variant of the Econic range, designed primarily for municipal roles. Designed from the ground-up to work in densely populated areas, the Econic is known for its excellent visibility, practicality, and active safety features. Adding to these characteristics, the eEconic will also produce zero local emissions and the powertrain will operate near-silently. Three eEconic trucks will be part of a validation trial in Australia, and one is set to operate in New Zealand. Production of the eEconic recently began at the Mercedes-Benz Trucks factory in Worth, Germany. Mercedes-Benz Trucks Australia Pacific Director, Andrew Assimo, says the Econic makes a lot of sense as an electric vehicle. “Waste collection represents the perfect application for a near-silent electric truck that produces zero local emissions as these vehicles operate on the doorsteps of our community,” Mr Assimo says. “We are excited to work with our Australian and New Zealand customers to validate the remarkable zero emission eEconic, which is also fully-loaded with the latest Mercedes-Benz Trucks active safety technology,” he says. The eEconic validation trial announcement comes soon after MercedesBenz Trucks confirmed it was also conducting a local validation trial of the eActros electric truck, with four units to operate in Australia and one running in New Zealand, with additional units to follow. The eActros is designed for short-haul distribution work.

The eEconic uses much the same electric drivetrain as the eActros. It has been designed to cover most typical waste collection routes operated by an Econic in a single shift without intermediary charging. The electric drivetrain enables a level cab floor to be used, allowing easy movement through the cab. This is particularly advantageous when the driver wishes to leave the vehicle through the folding door on the co-driver’s side, well out of the way of traffic. The start of eEconic production represented another milestone on Daimler Truck’s path to CO2-neutral transport. In order to contribute to the decarbonisation of the commercial vehicle industry, the company is pursuing the goal of putting CO2-neutral transport on the roads by 2050. The group therefore aims to sell only CO2-neutral vehicles in its biggest sales regions of North America, Europe and Japan from 2039 forward. T&D Validation trials for the all-electric eEconic in Australia and New Zealand start early next year.

22 | Truck & Driver

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8/15/2022 8:00:42 AM

Story Ian Parkes

Photos Gerald Shacklock

Luxury Logger

24 | Truck & Driver

BIG TEST

Truck & Driver | 25

Customer benefits of the new ROR SL9 • • • • •

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The Hautapu Haulage Volvo FH16 prepares to unload its logs at Mt Maunganui.

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OGGING TRUCKS TEND TO PROJECT AN IMAGE OF BEING AT THE rough-and-tough end of the transport business. Perhaps because even the smallest item in the load is a good-sized tree trunk, capable of mincing the flesh and bones of the unwary. The trucks that transport them have to mix it with heavy duty loading gear that can swing parcels of tree trunks around like a handful of pick-up sticks. And they have to battle through steep country and muddy forest ‘roads’ that barely qualify for that name. It’s an environment you associate with the big, bonneted trucks with deep bumpers and chrome smokestacks. They have looks that suggest this is the only way you are going to be tough enough to handle it. To be fair that style of truck does dominate on the forestry roads in the central North Island. Lots of owners and drivers will tell you that a simple and strong approach makes a lot of sense and having a big engine in front of you is a kind of passive safety that also appeals to many. But deep in the forest, things are changing. Many will concede European trucks have their merits. They have been fitted with driving aids and digital technologies that drivers of modern cars have come to expect, and a level of comfort and quiet that is entirely appropriate for super smooth European motorways. It has to be acknowledged too that the ever-tightening European emission standards are demanding increasing sophistication in engine management systems, which is forcing even the makers of big and simple engines down the European route. Either way there are more European trucks heading into forests here and, as a result, more drivers are finding the comfort they are known for on trans-continental highways, also works just fine in the bush and on New Zealand’s increasingly rugged arterial roads. Are they up to the task? Of course, they are. They wouldn’t succeed in their home markets if they were fragile. We like to think that New Zealand conditions are pretty demanding but Scandinavia and Sweden, the home of Volvo trucks, also have forestry industries — and the temperatures and weather conditions can be

a good deal more extreme there. Yes, there is more complex tech governing all aspects of a modern European truck’s operations than traditional American iron. The standard argument says that counts as more stuff to go wrong, but the balance sheet is now heavily favouring technology. Sophisticated monitoring systems also mean that almost anything starting to run out of the normal operating parameters can be detected and the driver alerted long before they would notice anything by ‘feel’. That means most issues can be dealt with before they get expensive. The exception to the modern system versus the seat of the pants approach might be a blown tyre. The driver of our truck, Ra O’Brien, says modern trucks can be so comfortable, a tyre can quickly be destroyed before the driver has registered that slight vibration might indicate a problem that prompts him to start scanning the gauges. I spent a day with Ra in his near new Volvo FH750 8x4 rigid sleeper and five-axle trailer on his regular circuit, taking a 54-tonne load timber from Taupo to the port at Mt Maunganui, then heading around Rotorua to Murupara to take on a 56-tonne load of poles bound for Taihape. The day before we met Ra, he had an issue with an ABS system warning light on the trailer. A technician had been called out and apparently found a wood chip in the line, although details were scant. Ra only wanted to know it was fixed. One other issue popped up. The right turn indicator light on the trailer stopped working, making the indicator blink faster. After making the turn Ra stopped and checked the connection. He reckoned someone had put a dab too much grease in the connector, preventing proper contact. Ra does the trip five days a week, although he does get to vary it occasionally if he fancies a change, heading down to Whanganui to work in that area. That’s one of the bonuses when your nephew, Tipene is the operations manager and your brother, Kevin, owns the haulage business he drives for, Hautapu Haulage based in Utiku, near Taihape. Another key benefit is that he gets to drive new trucks. This Volvo, named ‘Haere Ra’, is his second new truck since starting to work for Truck & Driver | 27

Main: Evans Engineering built the logging gear and 5-axle trailer for the new Volvo.

Below: Driver Ra O’Brien tilts the cab to reveal 16-litres of Volvo horsepower and efficiency. Far right: Taking the Taupo SH1 bypass on the Volvo’s regular run.

Hautapu Haulage. The first was also a Volvo FH16 but with the 700hp engine. But then he was given a new truck at his previous job, too, at McCarthy Transport, moving from a 420hp 6x8 Scania to a new 480hp 6x8 based at Waimarino on the Whanganui River, so there’s every chance Ra gets new trucks on merit. He joined McCarthy’s in 2016 after spending 16 years literally making hay, driving tractors, and baling around Taihape. “It’s quite steep country there, a good place to learn,” says Ra [he’s talking about his McCarthy days]. “They were only 44-tonne units but those were the ones that break in all the fresh roads, all the new skids.” He was persuaded to join his brother at Hautapu in 2017, driving at first a Scania with 4-axle trailer, then in a second stint he was in a Volvo also with a 4-axle trailer. However, Ra’s recent experience with the new Volvo 700 he got in 2019 does make it easy for him to compare that one, which has gone to another driver in the company, and this 750, which has now done around 40,000km. It was something Ra seemed keen to demonstrate, choosing to go over the Kaimais to the port of Tauranga, rather than through Rotorua.

28 28 || Truck Truck&&Driver Driver

He says from the driver’s seat, the most obvious difference is the new 8-inch screen which sits atop the left-hand side of the curved dash, well within reach. In the past, a smaller display sat recessed further back in the dash. “This one’s touchscreen or you can control it with buttons on the steering wheel,” says Ra. It’s got your music, phone, trip computer, navigation, driver coaching, alarm clock. If I was carting a chiller truck it would tell you all the cargo temperatures and if your doors are open. It’s got calculators, all your vehicle set up system settings, accounts. Onboard scales for the truck and trailers. I’ve got three lots of scales on this truck,” says Ra. “The technology is pretty clever.” “I’ve got a set of Vulcan scales up here which are connected to air bags on the truck and trailer. They’re magic, those scales. I’ve got the on-board Volvo scales, and, on my trailer, I’ve got air gauges as well. You can get out and have a look at those, in case one of them decides they don’t want to work which in this game can happen. “These ones up here, the Vulcan scales, if one of the wheels is up sitting on undulating ground it could be telling you porkies; as long as

you pull forward and sit on the flat ground, they’ll give you a pretty good reading. “Once you get them calibrated, they are pretty bang on.” Ra did that by getting a reference measurement at the weighbridge, then inputting the same value into the Vulcan and the Volvo scales. The axle mounted air gauges are more basic. “As long as the needles are pointed at about 10 o’clock we’re pretty good,” says Ra. Asked if the scales all agree on the weight, he says at the moment they do. After Ra had done his walk around and we climbed into the cab in Taupo — Ra had loaded the night before as an early morning trip to the skid in the dark was pointless for our photographer — I noticed the rain spots on the side mirrors and offered to wipe them off. No need, said Ra. The heaters would take care of that. The cab’s air conditioning soon took care of the temperature in the cab too. There are seat heaters too. “It can be good when you get a bit wet. Just switch it on and you start drying yourself out.” The equipment list is impressive. As well as having the high-performance secondary information display the dashboard instrument panel is also switchable through a host of different displays. “Air supply, engine coolant, oil pressure, engine oil level (when engine is stopped) temperature, everything you need to know, battery volts,” says Ra, flipping through the screens. It also shows optional digital or analogue needle speed, plus usual trip computer information showing fuel consumption of 64.2 litres/100km, fluid levels and the vast amount of data logged on the truck through the Dynafleet support system. There are multiple USB ports in the dashboard and in the comfy 815mm wide bunk area, as well as courtesy lights — Truck & Driver | 29

Near Okoroire and about to climb the Kaimais on the way to Mt Maunganui. white and a red night light — and speaker controls. Ra hasn’t spent a night in it as the boss prefers his drivers stay in motels, but he has parked himself in there when he’s had a long wait. “It’s more comfortable than some of those motel beds.” As well as having three or four cup and bottle holders in different parts of the fascia, there’s a 33-litre fridge/freezer which rolls out from under the bed, between the front seats. The freezer is powerful enough to freeze a bottle of water in a couple of hours, says Ra. He finds it ideal for taking ice creams in for the loader drivers in the middle of summer. “They are always appreciated.” Magnums are the firm favourite. “They call me Mr Whippy – and a few other things besides.” No ice creams in there today. It’s still winter. I could tell because, while Ra was still wearing shorts and t-shirt, he had socks on in his slip-on sandals. A staccato alarm sounded briefly from a speaker in the nearside A-pillar, the lane departure warning. Ra keeps it switched on on the highway, saying it was also handy in fog. He likes the fact the system told you which side of the truck had transgressed — but he turns it off on the winding sections of road like this one. The high level of equipment means Ra hasn’t found the need to personalise the truck much. There are blank switches for other options but what else could you want? Ra says he would quite like a light bar. He has put an aftermarket steering wheel cover over the leather wheel, making it just a bit wider for resting his hands on. His hands rarely leave the wheel as so much is controlled from there — cruise control, stereo, phone, and computer menu on the wheel; on stalks the indicators and high beam, engine and trailer brakes and everything else within easy reach on the dash – air con, diff locks, park brake, driver assist controls, cab tilt and backing lights. Unlike many drivers, Ra hasn’t added a sheepskin seat cover. It just wears a hard-wearing slip-on cover designed to keep the seat clean, although Ra is pretty careful to keep mud out of the cab. “It’s pretty comfortable,” he says of the seat. The passenger seat was also a suspension unit which had electrically powered adjustment in every direction, so I can confirm the comfort was right up there. There’s an adaptive cruise control system and a separate driver alert 30 | Truck & Driver

system which flashes a red light onto the screen if the truck is getting too close to vehicles ahead, an automatic emergency brake and a driver monitoring system checking to make sure the driver is alert. As well as lane departure warning there’s lane change assistance — lights in the pillars glow showing vehicles approaching in lanes either side of the truck. The headlights are automatic, setting their own intensity depending on conditions and oncoming traffic, and the wipers also have an automatic setting. Alongside the R/T and the extra scales, the truck has the Bigfoot tyre pressure management system, allowing the pressure to be dropped in the bush for extra grip, and reinflated again for highway driving. The I-Shift 12-speed gearbox system offers full electronic control of a simple unsynchronised effectively manual gearbox. The driver control unit is attached to the side of the driver’s seat. It has four modes. An economy mode, a normal driving mode, a hill mode, which holds onto gears longer and an off-road setting which Ra selects in the bush, which he says holds onto gears longer still. It will skip gears where the opportunity arises. However, he says he will often select the manual or tiptronic control in the bush as he has a better view of the upcoming terrain than the gearbox does. Also useful in the bush is a hill start button that holds the truck on the brakes until the gearbox takes the load. Ra rested his hand on the control. He admits he does occasionally hit it when climbing into the seat, which might be an issue for drivers who need a wide berth. Gear changes are almost imperceptible if you are not listening out for the change in engine note. What’s impressive is how long the truck holds onto top gear. Over undulations and on small inclines in the road, I kept checking to see if it had changed down but it stayed resolutely in top. On this comparatively open stretch of road, Ra had set the cruise control and it was very much just getting on with business, Ra simply having to steer and keep an eye on his mirrors. Later at around 85kph as we picked up speed again after a bend and started heading up a noticeable incline the engine was running at 1250rpm, still in top gear. “Right in the middle of the green where it wants to be,” says Ra. At 90kph, the engine was doing around 1350rpm.

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Top: CTI BigFoot tyre pressure management is fitted to the FH16 Above: With a 33-litre fridge-freezer, Ra O’Brien has been known to surprise loaders with an ice cream Below: Volvo’s I-Shift controller is integrated with the driver’s seat; Alucar make the stylish aluminium headboard.

32 | Truck & Driver

As we headed towards Tar Hill, south of Tokoroa we were third in a line of three logging trucks, which would not have pleased motorists behind. As the passing lane opened up Ra let the traffic pass but seeing as we were gaining on the slowing trucks ahead, he soon signalled and pulled out to pass. We went past a Kenworth which was slowly losing ground on the truck ahead. It’s hard to judge exactly the speed difference but we had plenty of space to pass the next truck, a Scania, and pull in. He would have had a similar load on too, noted Ra. I asked Ra how the 700 would have fared. “I would have still got them at the top of that hill, I’d say.” The Volvo had dropped just one gear to keep it in the torque sweet spot and it was making about 80kph for most of the hill. I think the engine noise increased a bit, but it was hard to tell. More noticeable was the absence of labouring engine noise. It was quieter than expected. “It wasn’t working hard, eh?” says Ra with a smile. “Those two trucks we passed, they would have been working. That Kenworth would have been noisy.” Photographer Gerald Shacklock had driven ahead to catch the shot, and he scrambled for the car to go again before the other trucks went through. As he went past Ra looked behind for the other trucks. “I can’t see them in our mirrors,” he said, “Luckily we left them on the hill.” As we hit the Kaimais the Volvo again got into its work and it wasn’t long before Ra was pulling out to pass slower trucks again. Again, we rolled past laden logging trucks, their engines sounding louder than what we could hear of our own. I wouldn’t say we bolted past, perhaps taking 100 metres to pass, but pulling in ahead of the slow trucks

allowed more small vehicles to pass. “It’s not always about getting to the end first,” says Ra. “If they’ve got a good pace, I just sit in behind them.” The speed didn’t drop much below 35kph and that’s quite fast enough on some of those tight corners. About three-quarters of the way up we heard the engine fan come on. It’s hard not to conclude this truck is in a different league to a lot of other vehicles hauling around 60 tonnes, really closing the gap to most other vehicles on most of New Zealand’s hilly terrain. You can see why, on this run, Hautapu Transport opted for the extra oomph of the 750. I suspected Ra had been playing tunes on the transmission to keep the urge flowing. But he said he didn’t. He just let the gearbox take care of everything except on a steep pinch which flattened a little in the middle before resuming. There he held it in gear. “It was about 1700, 17 and a half. I just held it there just in case it decided it wanted to do something else that I didn’t want it to,” says Ra. The descent was similarly unflustered, Ra putting the truck in downhill cruise control mode which applies the brakes and lets the three-stage airbrake decide for itself how much assistance to give. When it shifted to another stage, the cab rocked slightly — the most perturbed we had been by the truck’s own actions on the entire trip. Ra is noticing more Volvo trucks on the road now, although the 750 is still pretty rare in logging, but then you can only tell them from the outside by the badge behind the door. On the road the differences are minimal too. It sounds and feels the same, says Ra. Ra says the only real difference he has noted is in the extra speed on the steepest sections of the hills when under full load, where it gives the truck an extra 5kph, raising it closer to 40kph.

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Truck & Driver | 33

Loading poles at Murupara for the run back to Utiku.

34 | Truck & Driver

“It’s pretty much a 700 all the way until you start the hills, that’s where it starts kicking in. I’ve passed a couple of other 700s on the hills. It’s just right at the steep pinches where it kicks in.” Ra has driven Kenworths around the yard, but he has no desire to take them further. He says there’s one driver in the company who loves the Kenworth but he wouldn’t be surprised if other drivers came to prefer European trucks. “You’re a bit spoilt if you’ve been in one of these. They [the Kenworths] do look pretty cool but it’s road noise in them; you can actually hear the motor’s working, eh, because you sit right behind them. Even when these engines are working you can hardly hear them. “You wouldn’t go back,” says Ra. “Why would you? Even some of the old fellows say that. It’s good, eh? In those Kenworths we’d have been fighting with ourselves and the motor. The road noise is really quiet, the engine’s quiet.” We never had to raise our voices above a normal level to talk at any time. Looking around the cab I notice the sunroof and Ra opens it with a switch. Ra thought it might have been manual in the 700. It’s a nice feature but apparently not one he used much as it allowed in a fair bit of wind noise. Ra was happy to shut it again. That’s the only downside of a quiet cab. You are bound to notice any additional noise, little squeaks, or rattles. I couldn’t

hear any. Ra thought there was a noise developing at the top of his door, perhaps in one of the shades that pull down over the windows. He pulled it up and down a couple of times. There are grey and tan trim pieces with red highlights covering every surface in the cab and they all have a quality feel, making it a nice place to be. It’s possible they could start working loose but so far, all the shut lines were tight, and they gave every impression of being solidly fixed when you tapped them. Ra was ready for any that might misbehave. He showed me a few squares of inner tube in a drawer that he has cut up to slide in and quiet down any squeaks or rattles. Hautapu Haulage is known for its mostly European fleet, owner Kevin O’Brien — Ra’s brother — switching to Scania after an expensive run of diff issues with a Mack. A dodgy air suspension unit caused vibration issues with Scania too, but Kevin wasn’t put off and the fleet, profiled in NZ Truck & Driver in October 2020 with European trucks in the 17-truck fleet outnumbering American trucks more than two to one. Ra isn’t above also giving the Scania drivers a bit of a wind-up on a Saturday morning when all go to the depot in Uriku, about half an hour up the road from Ra’s home in Waiouru. They go to meet up and catch up, to wash the trucks, do any light maintenance and greasing and get together for breakfast. The cabs on Scanias are tipped forward with a manual pump. Ra’s

Truck & Driver | 35

Above left: The sleeper cab includes includes an 815mm wide bed.

Top Right: Layout of the dash puts all of the switches and controls within reach. Lower Right: The Volvo getting its load scaled at Mt Maunganui.

cab tips in answer to a control unit on a wire, but he will wave it up and down in the air occasionally, to show solidarity with the Scania boys. Having unloaded at the port, we headed into the forest near Murupara for the next load. Without a load Ra confirmed it felt like a different truck but from the passenger’s seat it was hard to tell the difference; perhaps just it felt a tad less tied to the road. Ra said he was glad to have the trailer on the back. The most noticeable change was the appearance of some wind noise but that certainly had more to do with the breeze outside picking up in the more exposed terrain. At the Murupara weighbridge, Ra checked in and I had a walk around the truck. The sharply angled running lights, finely detailed alloy grille, the classy dark red and silver livery with gold accents, finished at the bottom with a delicate fluted aluminium chin bar, make it look every inch the city slicker. Ra confirms the truck gets a lot of comments, other drivers often asking what it’s like. Behind the cab is a smart aluminium headboard in place of the usual steel, made by Alucar. It was suggested as an alternative to the usual steel unit during the fitout of the truck by Evans Engineering. They are presumably lighter, but Hautapu’s Tipene O’Brien says the main advantage of the aluminium design is that it is made of separate panels. If one or more of them get damaged, they can be replaced individually. They have a mixture of them and traditional steel headboards in the fleet which now comprises six Scanias, six Volvos and five Kenworths. The newest truck in the fleet is a Scania 650 but they also put on two Kenworth 610s, one manual and one auto, earlier in the year to meet additional demand. Ra confirms the chin bar was added for extra protection. “They have a bit of fairing along there just got to look at those and they crumble.

Mudflaps scrape a bit, but we cut those back a bit. He says the ground clearance is “not too bad”. I suspect this is the harshest criticism I’ll get from Ra about this truck. He won’t thank me for mentioning it, but I noticed a little dent in the chin bar and Ra sheepishly owns up to that. He says he forgot one time to lower the airbags at the rear of the cab which raises the front a bit. “Just as long as you’re aware of it and take the right lines,” says Ra. We wait at the weighbridge and Ra reappears with a load of poles to take to Taihape where they will be converted into fence posts. Ra says the weighbridge recorded 57480kg while the truck’s own scales thought it was 20kg more. Pretty close. As we were driving along, I asked Ra about the steering. As with everything else Volvo has refined the steering feel with a Volvo Dynamic Steering system that lets you set steering wheel preferences and avoid unintentional lane changes. Ra says the steering is “pretty good”. It doesn’t tend to follow ridges or seal lines in the road although it gives feedback, but Ra wouldn’t go so far as to say it fought him. We headed south for a few more shots on the desert road at the Three Sisters and again I noticed how quiet and smooth the ride was. “It’s the European comfort,” says Ra. “You get out at the end of the day — a big day — and you still feel quite good, quite fresh.” Our day done, I climbed back into Hayden’s car for the ride home. It is a large modern car, and I noticed a remarkable thing: I could feel and hear each bump in the road. It wasn’t bad but yes, the rough and tough logging truck I’d just got out of was more definitively more comfortable and more serene. If you have to spend all day on the road that’s the place to be. T&D

36 | Truck & Driver

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HTAYDEN REVOR

COMMON PERCEPTION OF THE FH Volvo is that it’s a line haul truck built to stay on the tarseal with all its European comforts and technology. But many people seem to forget Volvo comes from Sweden where the off-road terrain is similar to ours and the winters are a lot more extreme. This month I catch up with Ra from Hautapu Haulage based just out of Taihape to test his nearly new Volvo FH750. The 750 used to be the top dog in the horsepower race, but with Scania now selling a 770hp model this truck must settle for second. Not that 750hp is anything to scoff at. We start our morning with Ra heading from Taupo to Mt Maunganui with 54t of

750 horsepower makes easy work of the Desert Road.

38 | Truck & Driver

logs loaded the previous evening. We meet at Truckstops, where the truck has been getting an electrical issue sorted. First impressions are the FH looks big and the high cab sticks out on a logger unit. It will be interesting to see how it rides having the driver so high up. Once we have unloaded at Mt Maunganui, we head via Rotorua to Murupara to get a load of poles that will be turned into fence posts. This load will be up toward 56t – a true test for the 750hp engine and the Volvo drivetrain. I take over the driving in Taupo heading south Taihape. It’s a long way up in these European cabs but the FH has well-spaced steps and grab handles on both sides of

Hayden Woolston

the door for easy access. Once up in the cab it’s a nice clean layout with everything seeming to be in the right place. The first thing to strike me is the amount of bottle/cup holders there are –

• SPECIFICATIONS • you can only have too few, not too many. Having settled into the driver’s seat it doesn’t take long getting familiar with the layout again. This is not my first ride in a FH. The digital displays on the dash and infotainment screen on the semi wraparound dash are both controlled from the steering wheel along with cruise control, adaptive cruise control and hands-free phone functions. The stalk also controls the wipers and engine brake. It’s no problem getting comfortable with good seat positioning and steering wheel adjustment. While setting up the mirrors I do notice that they are very small, but this does not affect the functionality, they work fine throughout my drive. When it’s time to take of I find the gear stick attached to the seat down to the left of my hip. It is an interesting place for it to be compared to the other Euros, but I have never had an issue with it.

As I pull out onto the main road the gearbox and engine do exactly what they are supposed to do and it’s not long before we are running along at 90kmh heading south out of Taupo. I decide to set the cruise control for the first part of my drive and I’m happy with how this works. On the climbs Ra tells me to hit the Mode button on the gear stick for the uphill setting. This changes the shift protocols, holding onto gears a little longer and skipping gears where needed. It does improve the uphill performance and really gets the engine to work with very little over run. On the initial descents heading toward Bully Point I decide to use the downhill cruise control and once again it works well holding the 56t unit to the desired speed. Something else I really like about this truck is the engine brake. There is a button at the end of the engine brake stalk and each time you need to drop a gear you push that, and it grabs a gear and really gets the engine brake revs up. When we get back to the lake, we encounter a problem. We have a couple of wide loads ahead of us coupled with roadworks and cones laid out everywhere all-around Bully Point. I take it easy not really fazed while sitting high up with plenty of good forward vision in one of the comfiest cabs in the industry. At one point, cars coming the other way have stopped to let trucks cross the centre line in order to avoid some cones. Once clear of the lake we head through Waiouru and get past the wide loads. It’s time to let the 750 go. Heading towards the first of the Two Sisters I get past another truck and settle in. The road noise is non-existent, and Ra and I have a good chat the whole way uninterrupted. On each little climb the FH pulls away from our followers but with each tight section they catch up as I don’t like to push it driving someone else’s truck. In the Sisters there are more road works and the highway is down to one lane. I’m at the head of the queue when we are released, and I head out up to the gravel pit. The truck just seems to have so much torque it just doesn’t feel stressed by the 56t all up weight. At the top it’s time to give Ra his truck back, turn around and head home for Auckland. This has been another test where it feels like the truck does most of the work for you – leaving the driver cool, calm, relaxed and most importantly feeling fresh. T&D

Volvo FH 16 8x4 Sleeper Cab Engine: Volvo D16K vee-eight, Euro 5 (SCR) Capacity: 16.1 litres Maximum Power: 551kW (750hp) at 1600-1800rpm Maximum Torque: 3550Nm (2618 lb-ft) at 950-1400rpm Engine Revs: 1350rpm at 90km/h in top gear Fuel capacity: Diesel 505 litres, AdBlue 90 litres Transmission: Volvo ATO3512F I-Shift 12-speed automated manual Ratios: 1st – 11.73 2nd – 9.21 3rd – 7.09 4th – 5.57 5th – 4.35 6th – 3.41 7th – 2.70 8th – 2.12 9th – 1.63 10th – 1.28 11th – 1.00 12th – 0.78 Reverse: R1 13.73; R2 10.78; R3 3.16; R4 2.48 Final Drive ratio: 3.78:1 Front axle: Tandem rated at 13t Rear axles: Single reduction tandem rated at 23t (GCW70t) Brakes: Full disc brakes with Electronic brake system package Auxiliary brakes: Volvo VEB + engine brake Front suspension: Parabolic leaf springs Rear suspension: Volvo air suspension with stabiliser bar GVM: 34,000kg GCM: 70.000kg

Truck & Driver | 39

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Industry pay rates heading in the right direction F

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by Nick Leggett Chief Executive Ia Ara Aotearoa Transporting New Zealand

Increased driver pay rates must be matched by a similar increase in freight rates.

IRSTLY, I WANT TO FURTHER REFLECT on the nationwide operator survey we undertook back in June and the encouraging signs of our industry’s increasing competitiveness in the labour market. Eighty per cent of the 400 operators who responded had increased pay for their drivers over the last year with more than half having increased wages by at least 6%. The median hourly wage for our industry has moved from around $26 per hour from in March 2020 to over $31 per hour in 2022. There has also been a threefold increase in professional drivers being paid between $33 and $40 per hour. Transporting New Zealand has shared our survey results publicly because we see it as an important vehicle to help change the public perception of the industry. Truck driving has traditionally been seen as a low paid, low skilled occupation, which is not a true reflection of the modern industry. If we want to attract more people to the industry, we need the public to understand what contemporary pay and conditions are like for truck drivers. This rise in pay rates will ultimately serve the industry well in an ultra-competitive labour market, but must be sustained as the cost of living continues to bite for households right around New Zealand. We also need our customers to understand what it costs to fairly and profitably transport their goods around the country. That means we need to be more transparent about where our cost pressures are and how they impact our businesses. The recent survey sought to do this by highlighting fuel and input cost increases as well as the considerable financial strain that operators are currently under.

Workshop to address livestock transport issues The first Livestock Supply Chain Rōpū Charter Workshop was held in early August. Established to help address health and safety and animal welfare issues across the livestock supply chain, the workshop was hosted by Waka Kotahi and started positively with broad agreement across the various stakeholders on the key issues and suggested solutions. Following the two-day Waka Kotahi meeting, the National Livestock Transport and Safety Group developed a strategy in response to findings of the workshop. For a long time, transport operators have the borne the brunt of scrutiny when it comes to the chain of responsibility around livestock transport. This has been unfair considering how much of the process is outside a transport operator’s control. Last year the National Livestock Transport & Safety Group developed a proposal to spread the load more fairly across the whole supply chain and address some of the key challenges faced by operators. What we are seeking is for each business to recognise that what they ask their customers to do, the rates they pay, and the conditions they set, have a direct impact on the safety and performance of other parts of the chain. After initial scepticism it is now obvious to all that these reforms are needed and that’s what we are now collectively working towards. While this is good news, I am frustrated that so much time has been lost getting to this point. I will keep the industry updated as these discussions continue. Truck & Driver | 41

Driving the economy

The Driving Change Diversity Champions participating in the workshop.

Driving Change Diversity Champions Finally, I want to acknowledge and congratulate the recentlyannounced inaugural group of diversity champions nominated under the Road to success Driving Change Diversity Programme. The 11 champions come from different backgrounds in the industry with some being professional drivers and others involved in management and business ownership roles. The inaugural Driving Change Diversity Champions are: • Brianna Wilson (Class 5 driver, Philip Wareing Ltd) • Sheana Martin (Vehicle Recovery Operator, Parks Garage) • Mickayla Kerr (CEO, Heagney Bros) • Jodi McNamara (Driver Trainer, H.W. Richardson Group) • Chelly Balasbas (HR Manager, Allied Concrete) • Joshua Hart (Class 5 driver, Hart Haulage) • Marthe Lute (Health and Safety Advisor, Alexander Group)

• Hayley Alexander (CEO, Alexander Group) • Jacqueline Smith (Managing Director/Co-owner, Renwick Transport) • Lisa Gibson (Customer Operation and HSSE lead, Z Transport). The programme and its champions are engaging in a package of professional development opportunities, including a recently-held workshop in Wellington, to build their skills and promote diversity stories to the transport industry and wider community. This, we hope, will encourage a positive perception of the industry and further help attract new and diverse people towards a career in transport. The Driving Change Diversity Programme is an initiative sponsored by Teletrac Navman and supported by our friends at the Australian Transport Association. T&D

Ia Ara Aotearoa Transporting New Zealand’s Regional and Sector Advisors are available to assist members right around New Zealand. Ia Ara Aotearoa – Transporting New Zealand PO Box 1778, Wellington 04 472 3877 info@transporting.nz

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

www.transporting.nz 42 | Truck & Driver

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

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The valleys of the Canterbury high country are a familiar stamping ground for the Ellesmere Transport livestock units.

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HILE FAMILY OWNERSHIP IS PRETTY MUCH the norm for rural transport companies, midCanterbury’s Ellesmere Transport breaks the mould somewhat. Murray Righton, who along with sons Mark and Paul is one of the company’s three director/ shareholders, began there 60 years ago simply as an employee, before progressing to management positions, then minority shareholder and ultimately to outright ownership. Ellesmere has a strongly rural profile, with just over half of its around 40 trucks dedicated to livestock work. They’re backed up by a dozen spreaders, half a dozen bulk units and four flat decks. Truck brands are primarily European, split between Mercedes-Benz, Volvo and Scania. The company has depots in Dunsandel and Leeston, and also owns Cheviot Transport and Banks Peninsula Transport, both of which operate under their traditional branding. Banks Peninsula runs seven trucks and Cheviot nine. The Leeston depot is home to a workshop staffed by four mechanics and an engineer. The company was originally set up in 1937 as an amalgamation of three or four smaller carrying firms in the region, in an effort to gain greater efficiency through increased numbers and had depots in Southbridge and Leeston. Over the next quarter century, however, several of the original partners had sold out, and by the time Murray Righton joined in 1962 the firm was in the hands of the Simpson and Baylis families, the latter connection coming from Leestonheadquartered Baylis Bros Transport, which had amalgamated with Ellesmere Transport.

Murray had no previous connection with the firm (or for that matter any transport company), having worked in a shearing gang that covered the Canterbury high country. Before that, he’d grown up in Lake Coleridge, where his father worked with the Rabbit Board. It was, he recalls, a great childhood...and there were plenty of opportunities to earn good money: “While I was still at primary school, I got a job helping out at Lake Coleridge Station during the harvest and shearing seasons. I was getting 10 pounds a week, not far off an adult wage, and on top of that because I was under 15, I didn’t have to pay tax!” As was common for country kids in the era, he was exposed to motor vehicles at a young age. He recalls when the muster was on being woken at 4am, to then travel in a Series One Land Rover with the musterers and their dogs to the upper reaches of the Rakaia Gorge. There, the crew would begin the day-long work of rounding up the mobs and bringing them down to the homestead, while the 11-year-old Murray was left to drive the vehicle back, along 20-30km of shingle roads. It was, he says, a great background to a future career: “I was with Lake Coleridge Station every holiday, right through to secondary school, and after I left school, it was natural to stay in the life, working in the shearing gang during the season and also helping out on the station during the summer. However, it wasn’t year-round work, so when my parents shifted to Dunsandel after Dad got another position there with the Rabbit Board I went in search in search of a full-time job in the town, and found one at Ellesmere Transport, starting there in 1962. “At the time the company ran around 30 trucks and operated Truck & Driver | 47

48 | Truck & Driver

Main picture: Livestock transport is still a key part of the company’s operations, though dairy conversions have seen a rise in cattle numbers at the cost of sheep.

Right: Murray Righton is about to celebrate his 60th anniversary with Ellesmere Transport, had little idea when he started that one day he’d own the company. Opposite page: The units regularly travel on shingle roads. The majority of the stock units run to 54t H-permits.

out of three depots, at Leeston, Southbridge and Dunsandel. Earlier that year the Railways had closed the Southbridge branch line, which left Dunsandel as the only rail connection, meaning activity in that branch was increasing significantly. “One of my first jobs was to unload bulk lime from the rail wagons with a Pelican grab loader fitted to a Fordson tractor. In those days the majority of our lime came from quarries in North Canterbury, at Omihi, Waikari and Amberley. “The cement, from Westport, came bagged. In between servicing the lime trucks, I would also unload the cement wagons and then cart the bags across the main road to the hardware store using a long-bonnet Ford V8 truck, vintage around 1949-50. It could sometimes take me all day to clear a 12t LA rail wagon. Those bags were heavy to manhandle onto the truck!” The agricultural activity in the area at the time was mainly sheep and dryland cropping, with grain seed production an important contributor as well. Hay was harvested into traditional square bales, leading to impressively high loads on the trucks as it was being carted from the paddocks to storage. Over the years the introduction of round bales saw several agricultural contractors begin using their own trucks to handle the harvest, with a consequent drop in the amount

being shifted by transport companies. The later arrival of intensive irrigation and dairy farming changed the profile yet again. When he started with Ellesmere Transport Murray didn’t have a truck licence, he says: “After a while we organised a test. The traffic cop came down to the yard and when I presented myself, he said, ‘I’ve seen you driving this thing for months,’ and basically wrote the licence out on the spot. “In my early days it was primarily flat deck trucks or semis. We had a couple of 16ft, two-axle trailers, but it wasn’t until the distance restrictions were lifted that we started getting seriously into the combinations.” Over several years Murray progressed to running the Dunsandel depot and had also bought some shares in the company from one of the Simpson family partners. Then came a proposal to close that branch and for him to shift to Leeston. The other shareholders didn’t feel the branch was making money. Murray disagreed: “I kept detailed records of how much our trucks were earning, and I knew we were doing OK, even though we had lost a good few of the clients we had had years before to competitor firms from the Ashburton area. In addition, this was in the early phases of irrigation being

Truck & Driver | 49

Murray, Mark and Paul Righton. Though Murray has handed direct executive control over to his sons, he’s in the office every day and deeply involved in decision-making.

introduced to the region, and I knew it would boost activity immensely, around Dunsandel especially, because it’s quite dry there.” A compromise was finally agreed – he had six months to prove the depot viable. Which he did, then working hard over the next decade (from the late ‘60s through to the late ‘70s) to bring back the previous rural customers. However, the growth wasn’t explosive, being handicapped in part by the conservatism of the other shareholders, who were reluctant to add more gear to handle the extra work. Drivers weren’t a problem, he recalls: “In those days I had a good pool of guys I knew who were keen to come and drive for us, but the only way to get them on board was if somebody left – which seldom seemed to happen – or we got some extra trucks, which was a struggle. Now, you could put on 10 new trucks, no trouble, but to no purpose, because there would be nobody to drive them.” In time Murray picked up more shares, then in the early ‘80s successfully negotiated to buy the balance of the company. When he took over, the firm had around 12 trucks each at Dunsandel and Leeston. He uses a rugby metaphor to describe the years that followed: “Building the business up was like playing in the back row and the front row on the same day. I would be at the sales during the day, talking with all the farmers and agents, then at home at night doing pricing. “My wife Judy worked just as hard, too. I would be going to the saleyards, getting home around ten at night, and she would have a list of the calls that had come in during the day, written out on tractor feed printer paper, that would sometimes reach from the desk to the floor. I would then work on it to prepare the call-backs and jobs for the morning.” At times it became an all-in family effort, with echoes of 50 | Truck & Driver

earlier days, he recalls: “One Saturday I had gone to Suttons in Middlemarch to pick up some new stock crates. On my way back near Oamaru I met a couple of our trucks heading south. One of the drivers flashed his lights and pulled me over. He was having trouble with his truck, which looked to have blown a head gasket. So, we parked it up and transferred the stock into my unit with the new crates, and on he went. That left me with a broken-down truck and needing a lift home. This was in the days before cell phones, so I went to a local house to borrow a phone. I rang home and got Mark, who explained his mother was at tennis and would be there for a while. ‘Get her to come as soon as she can,’ I said. ‘I need a lift.’ A couple of hours later up rolls the family Falcon with 13-year-old Mark at the wheel. He’d decided to come and get me himself. “A year or so later we had a similar situation. There were two sheep sales on the same day, two-tooths at Coalgate and ewes at Sheffield. I was at Coalgate, and our various clients had bought all the sheep on offer. We had the whole yard. By five ‘o’ clock I hadn’t seen a truck. I knew we had a couple at Sheffield, so I raised Judy and got her to arrange for at least one to come to Coalgate so I could start loading. At the time we had three ex-Transpac Mack Utraliners sitting in the yard. Mark had just got in from school, so he took it on himself to deliver one of these units, complete with trailer...and still in his school uniform!” It’d be logical to assume, then, that Mark, who is general manager, and Paul, who heads the livestock division, made Ellesmere Transport their career from day one. Not so, says Murray: “With a family business, there can be a lot of pressure of expectation on the young ones coming through. But I’ve always said they need to choose their own path and be happy with it. If there’s nobody around to take up the running of a

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Above: Not too many truck and trailer units and a predominance of British brands in the Ellesmere fleet shot from 1963.

Opposite page, clockwise from left: Sling system allowed classic square hay bales to be stacked really, really high; shallow fords were a regular prospect, even river crossings occasionally; like the hay, wool bales were stacked high in times gone by.

“We’re proud that several of our staff are second- and third-generation members of families who have worked with us.” company, I say sell it.” In Mark’s case, after he left school, he worked on a mixed cropping farm for around a year, then joined Wrightsons, working in the merchandise store at Leeston before shifting after a year to the Christchurch office. This progressed to helping a Lincoln-based stock agent, after which he shifted to Cheviot with his own territory, from Greta Valley to Cheviot. All up he had about five years with Wrightsons, says Mark: “I was told from an early age not to expect to leave school and drop into an automatic job with Ellesmere. The work with Wrightsons carried a lot of responsibility and I really enjoyed it. But then a couple of things happened in my life, and I figured it was time to head home.” As for Mark’s own children, the eldest, 22-year-old Tom, is working on a farm in Cheviot and loving it, says his father: “He has his own team of dogs, plays rugby with the local club, and is part of a group of young men in the area who all get on very well with each other. Our elder daughter is in her second year of a nursing degree and her younger sister, who is still at school, is thinking of a career in the health field as well. “I would love to see our children play a part in the business, but they’re only young, and the two who are in the workforce at the moment are really enjoying doing what they’re doing. And as a parent that’s all you want for them. They always know they can come home, but it has to be their decision.” Paul’s path to Ellesmere Transport was a little more direct, being put back only a couple of years by overseas travel. His two sons are still at school, but neither has expressed interest

in joining the company. Like Mark and his father, Paul is pretty relaxed about that situation. As well as his company position, he is the Canterbury area representative on the NZ Livestock Transport & Safety Group. Visiting Ellesmere Transport leaves you with a strong impression of a place where people like to work. Mark Righton hopes that’s true: “I want them to enjoy working here, we don’t want them to do anything that Murray, Paul or myself wouldn’t ordinarily do ourselves. That’s why we like getting out there and mixing it with the boys, working up a sweat, getting a bit of dirt under the nails, having a bit of banter. They might be feeling some pain, but when they know you’re feeling the same it can go a long way. “We try to treat people the way we’d like to be treated ourselves, and when we’re dishing out jobs to our employees, we like to give them as much information as we can, so they understand what’s involved. “One of the things we’re quite proud of is the fact that several of our staff are second- and third-generation members of families who have worked with us.” In common with every other company, it’s a constant challenge to attract drivers, he adds: “Every operator wants 25-year-old drivers with a Class 5 licence and several years of experience to walk through the door looking for a job. But those people barely exist anymore. And I look at our 80-odd staff and realise everybody’s getting older, so something needs to be done. “As a result, around three years ago we stopped advertising

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Above: Bulk cartage offers consistent work for the company. for Class 5 holders and instead started concentrating on advertising for people with Class 2. We have a couple of little runabout stock trucks, ‘fleas’, for picking up dribs and drabs of animals, plus a couple of small fertiliser trucks, and we use them to get newcomers into the system and through to Class 5. “The numbers have been quite heartening. Nor do we use the traditional job ads in newspapers. We rely pretty much 50/50 on TradeMe or word of mouth. “Naturally, you’ll find certain number of people are likely to go somewhere else after they get their full licence. But my answer to that is that as long as we’ve treated these young ones right and have given them a pathway to stay in the industry, that’s all we can hope for. “Sometimes drivers have to be here, go away, and then come back when they find the grass isn’t necessarily greener elsewhere. In the meantime, they’ve matured a bit, gained more experience, and are all the better for it. We’ve had drivers who have left and come back two and three times. And we will have them back, if they’re good. When people go, for whatever reason, I always tell them: ‘Don’t burn your bridges, with dispatchers or your fellow employees, because there’s no knowing if you might want to come back.’ “There’s still no real appreciation in the wider community of the opportunities the transport industry offers. Just because you start as a driver doesn’t mean you’ll be a driver for the rest of your life. Dispatchers are a perfect example. If I have a dispatcher leave or retire, I’ll immediately look for a driver who can step into the role, someone who knows the system and the clients. It’s not for everyone, of course. There’s a different responsibility from being in a truck to handling calls in the office, and dispatchers need to distance themselves a bit from

Below: General manager Mark Righton sees opportunities for growth, but is handicapped by lack of staff.

Truck & Driver | 55

Mercedes-Benz Arocs freight unit sports spectacular murals with a local flavour on curtainsides. the chit-chat about the job that drivers might have, but it’s an ideal pathway for a good career. “And that’s on top of all the backup roles – but mechanics and engineers, accounts, health and safety, IT and the like. When it comes to the schools, probably careers advisors need to be more aware that the transport industry is a lot more than just driving...but I guess we in the industry itself need to get that message across more strongly.” As for canvassing the local schools for potential direct employees, Mark finds they’re a bit young. That said, there’s still a close association with the local teenagers, he adds: “We have a group of young ones who get off the school bus at 3:30 of a Friday afternoon and straight into washing out the livestock crates. They change into their wet-weather gear, and are sometimes there till 10pm, then back on Saturday morning. It’s good pocket money for them, but we also make sure they don’t get burnt out, they still need their free time over the weekend, so one of the boys organises a roster to spread the work around. I don’t interfere, I’m happy that the crates are being cleaned and just as importantly the drivers can have a break. The effluent from the wash bays is filtered before being piped four kilometres to a sheep farm where it is used in an irrigation system. “We’ve had that system going for around 15 years, and though there haven’t been too many joining the transport industry, one of the previous wash crew is now an apprentice diesel mechanic in our workshop and is progressing well.” With livestock cartage comprising such a high proportion of the company’s work, the choice of crates and trailers is critical, and the answer from Mark is unequivocal – Nationwide: “For us, Nationwide is the Rolls Royce of crates...

and over the years they’ve effectively developed a custom design for us. We’ve probably been a pain for them, asking for little, subtle changes, but they’ve been happy to oblige, and we’re at the point now with where they have a standard design that works ideally for us.” Paul concurs: “Nationwide builds a high-quality product. They use thicker-gauge aluminium, meaning you can expect around 20 years out of a crate these days. Cows can be hard on the gear, and if you have something that doesn’t constantly need repairing that’s a big cost saving straight away. “There is a bit of a tare weight penalty, but you’ve got to balance that against repairs and maintenance. And the weight isn’t too much of an issue because most of our units are now running on 54t permits, so even fully loaded you’re not going to be above that. That means you don’t have to be back and forward to weighbridges and having to take animals off if you’re above. That can be really time-consuming.” For all the benefit of the heavier loads offered by the HPMV system, it doesn’t necessarily translate to greater profits, he adds: “Part of it is the fact the animals are bigger on average than they used to be. Ten or 12 years ago you could count on getting up to 420 ewes on a load, whereas now it’s anywhere between 360 and 380 for a similar unit...yet we still get paid by the works on a per-head rate.” Domett has been Ellesmere’s trailer supplier for some years now, says Mark: “We wanted to reduce back rub on cattle and get a little more headroom, so we asked Domett could they lower the deck height. We’re now on the third version of little changes, that together have added up to a design that works really well, being flat all the way through and not stepped. Again, I’m sure we’ve been a pain in the butt, but they’ve

56 | Truck & Driver

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Above. Left: Paul Righton keeps busy juggling demands of the livestock division, gets behind the wheel himself when needed. Above, right: High-technology spreaders work on steep Banks Peninsula country as well as the plains.

come to the party, and we now have a design that will work for the long haul.” The preference for European trucks is driven largely by driver comfort and convenience. The majority of the stock units have sleeper cabs, meaning their drivers don’t have to be tied to motels or hotels. As Murray points out, a driver might have an early pickup around 50km in-country from the nearest town, so by parking up overnight close by they can save themselves quite a lot of time in the morning. Adds Mark: “The sleeper cabs allow the boys to stay in some pretty cool places. We also have good relationships with the local agents for the brands. There’s no such thing as the perfect truck, so you have your ups and downs, but it evens out over time.” He says that livestock work is not for everyone: “A lot of people want to do it, but not everyone can...and when you find a good one it’s a delight. We have a driver, 67 years old now and working only part-time, who is the best of the best when it comes to handling livestock. He makes it look so easy, moving gently around, no screaming and shouting. I try to put the young ones with the experienced guys like him, so they can pick up the best habits.

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“Paul and I also try to help. We get to the sales as much as we can, not only to talk with the farmers, but also to see how the drivers are doing, making sure they’re happy and they’re doing the best job they can. If we can give them a little gem now and again, that’s good. Not a criticism or a toolbox meeting, it’s a matter of watching what they’re doing and, at the appropriate time, suggesting a little change that might make their job easier. “Our biggest issue is staff, it’s the only thing that ever holds us back. There are plenty of opportunities. If we had the staff, I’d love to be able to get out and do more of the things I want to do, rather than being tied to the necessary jobs I don’t want. At the moment I’d be lucky to get to Banks Peninsula once a month, and then only for maybe a morning. There are plenty of opportunities in the transport industry for growth. “Banks Peninsula and Cheviot are heavily biased to stock work and therefore very seasonal. When they’re busy it’s totally frantic, and we struggle to help them out. We picked up Banks Peninsula in 2006 and Cheviot just six years ago. Though the three companies are blended, it’s important to keep a local identity, which is why they retain separate branding.” T&D

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LEGENDS

Gold Star Trucker John Lockley

ITH HIS DISTINCTIVE FLEET OF GOLD TRUCKS, THE introduction of his identical twin daughters to truck driving and having just ticked over half a century of being in business, not only is 71-year-old John Lockley still out behind the wheel of his Kenworth T900 but retains an unwavering passion for the industry. And for that, he’s a Southpac legend. Born in Te Aroha on the western fringe of the Kaimai’s, John’s upbringing came with a very rural outlook. His father was a share milker who worked at various locations around the area, and that’s where John says he got his first taste of machinery. “We lived in Ngarua at one point, and there the old man had me driving a tractor at a very early age. Right then I became machinery mad. I just grew up with it on the farm.” It’s fair to say that John wasn’t exactly the most academically minded, succinctly saying that he was far from being the top of the class. “We were the dumbasses at the bottom of the heap, you couldn’t get any lower in the class. But we all worked with our hands and had businesses in the latter days. All the brainy buggers were unemployed - too many brains to do anything.” When he got to school leaving age (from Matamata College), John took to helping his father out on the farm, but mainly driving the

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machinery. John went on to driving bulldozers, drain diggers and motor scrapers. John and Irene married in 1972 and went contract milking for three years followed by three years of 50/50 share milking with his brother. However, it wasn’t too long before John went self-employed and got into agriculture in the Waikato and then Waihi. This was evidently a busy time for the young 26-year-old, as it was then that he and his fiancé Irene tied the knot and bought a bulk ground spreading business too, and to top things off, a 1113 Mercedes 4x4 bulk spreader with an Automat trailer. “I was doing agriculture work and then bought the bulk spreading business off Everett brothers and that’s when I ventured out into transport,” says Lockley. “It was when they deregulated, so we branched out from there. I got my vehicle authority back in 1984.” Along with the change in business direction came a change of trucks. “I had a bulk spreader and then I bought a Dodge 6-wheeler because I ventured into doing stock in the late 80s. Then I got rid of the Dodge and bought a brand new 250hp Ford Cargo V8 turbo in ‘88 - tipper and general freight.” With a guffaw of laughter John adds; “Then being a dumbass, I

got into the transport industry properly. You’ve got to be screwed in the head.” He says that he had a “hankering for freight.” Originally, they were doing just rural and stock work in his own local area, as Garry Edwards was going to concentrate on linehaul. However, John discovered that Edwards started buying stock trucks, so he ventured out into general freight. “You can’t have too many rural carriers because you end up fighting over nothing.” Lockley’s business grew when he got into general cartage in the ‘90s and he bought his first linehaul truck in ‘92 - a 8200 Navistar, that came in what would become Lockley’s colours, Las Vegas GOLD. They began by hauling alcohol around the North Island and then picked up a contract with Streamline Freight in ‘95, carting between Auckland to Palmerston and then to Wellington.” “The Cargo did a little bit every now and again, going up and down to Wellington, it would take all day to get there though. But in saying that, there was just as much tonne on that Ford and a 3-axle trailer as you do today with combinations.” Aside from its golden trucks, Lockley’s is also known as a family business and rightly so, with his wife and three of his five daughters working there - two of whom (Anna and Amy) are identical twins. He vividly recalls when they started showing interest. “My twin daughters came up to me when they were about 10-years old and said `can we come and drive for you dad when we’re old enough?’ I said `go and see your mum and grab a pair of overalls.’ They said, ‘what are those for?’ and I told them ‘you’ll find out’.” John said that he gave them both a grease gun when they came back and told them to go and grease everything under the truck and trailer. “You’ve got to start at the bottom, and you’ve got to know how

to fix them. Because I don’t want you breaking down on the Desert Road not knowing what to do. It’s bloody cold up there in winter.” From there on in, the twins used to go out with John every chance they could, he says that one would come one day and then swap, ‘they used to do some long hours’. Then they officially joined the business in ‘95, initially in the office and then out driving. “My daughters started in `98 and Anna has just done her 24th year. Amy started a family four years ago and gave up driving, but she gets a hankering for it every now and again. They’re both good little operators, I can’t beat them, they are so smooth.” He says that one of his other daughters, Tracey, works in dispatch, and has been beside her mother in the office for the past 15 or so years. “She’s really good at that job because she can talk to people.” During the second half of the nineties, Lockley added Marmon’s fleet, with the hand-built North American trucks becoming another thing the business was known for. John carried on with the Navistar and then bought an S Line and then an old ‘originally snow white’ W924. He says that the twins did the main line haul and that he was the back up, ‘so they had the better trucks, and I took the old W’. He says that they’ve still got the W, but it hasn’t really worked since Covid. The Lockleys have evidently developed a fondness of Kenworth’s as John bought the twins a brand-new Kenworth 409 each for their twenty-year service and he himself has a new SAR Legend on the way. As with most transport operations, things haven’t exactly been smooth sailing and just over a decade ago, when their fleet had grown to around twelve units, John was diagnosed with prostate cancer. This diagnosis prompted them to scale down, a decision made clearer over the subsequent Christmas period when his wife was in hospital and they were running just a handful of trucks.

Truck & Driver | 61

“It was really peaceful, so I sold off all the other trucks and just kept the five.” The cancer did little to deter John’s work ethic and all in all, he says that it only knocked him back a mere couple of days. He was six weeks off the road but was in the workshop for most of the time. “The boys in the workshop told me to ‘f… off and sit down’. I’d work until I got sore and sit down and I built my strength up. When I went for my final check up with the specialist, I said to my daughter before I left ‘organise me a load’ and I went from the specialist to back on the road.” He says that he’s also had his fair share of financial dramas. “I’ve been up and down and been broke. The biggest problem has been Auckland, there’s been some that would cut your throat as quick as look at you, and I’ve been shafted for hundreds of thousands of dollars.” John says that he’s 71 this month and is still driving because ‘I’m a dumbass’. He laughs as he continues, “if I stay at home the old girl will

62 | Truck & Driver

have me in a grave. She used to always say ‘if you like, you can do this or if you like, you can do that’ I said I don’t f…kin like it and not gonna do it. That was the end of that subject.” The banter evidently runs both ways as when John recently told his wife Irene ‘in another five years I’ll slow down’, she replied ‘you’re not 80 yet so you’ve got another 9 years to go’. On a more serious note, John says that the family [not just his] probably gets kicked the hardest from this industry, saying that ‘the old girl, she’s been through hell’. “Even when I was working locally with fertiliser, I’d leave at 5am and not get home until midnight. So mum was mum and dad to the kids. But in saying that, any argument we’ve had is business or workers.” There is no real outside of work for ‘mechanical mad’ John, he’s got no other hobbies to speak of ‘just trucks’ and happy in his own space behind the wheel or in the workshop. “I used to have mechanics when I had a bigger fleet but now I do it all myself, except for any major motor stuff. I think doing it myself really helps, it reduces any downtime and costs off the bottom line.” He clearly still enjoys the business and industry, saying ‘I wouldn’t be out here if I didn’t’, but adds that he’s still got to work hard and that it’s an industry that you can’t let your guard down. “Transport is a service industry and if you don’t give good service, you don’t go anywhere. If you don’t look after it, it won’t look after you.” In terms of the Lockley legacy, things look pretty golden. His daughters are obviously well involved in the business and although they are showing interest, future generations are as yet undecided. “I don’t know if the grandkids will follow on, but we’ll wait and see.” T&D

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FEATURE

Drugtaker turns dream maker

Jake Adams reckons that the motorbike crash that cost him his leg has, ironically, given him a second chance to achieve his boyhood truck driving dreams.

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Story Wayne Munro Photos Gerald Shacklock

AUCKLANDER JAKE ADAMS’ DREAMS OF BECOMING A truckie were derailed early on – at the tender age of 15. That was 16 years ago: A crash killed his cousin (his best mate) – and plunged the schoolboy into years of drug and booze addiction. Now, ironically, another horror crash – this one costing Jake a leg and initially seeming likely to have ended any hope of him ever returning to his truck driving dreams – is, amazingly, giving him another shot at it…. And at the same time is inspiring him to help make other people’s trucking hopes come true! Jake, now 31, reckons he was “born into trucking.” As a kid, the Westie wanted only to get behind the wheel of a truck – just like his Dad Rodney and Uncle Roy – both initially owner/drivers in Auckland, then co-owners of Combined Haulage. Jake reckons he was even named after Jacob’s engine brakes (one alternative was Kenneth – yep, ‘cos it’s close to Kenworth)! He fondly remembers spending time in trucks with his Dad – who’d drive AND organise things, “one Truck & Driver | 65

Jake’s offering the free use of a Combined Haulage truck and his own time to help others get into trucking.

hand on the wheel, one hand on the phone and his left leg is his notebook, you know.” Naturally, while still a schoolboy Jake spent quality time driving trucks around their yard. But his truckie dreams began to slip away from him at the age of 15 – the death of 19-year-old cousin Hayden Adams in a 4WD offroad crash sending Jake “off the rails.” Instead of trucks, he got into booze and drugs. He sums up: “I haven’t had a hard life….nor an easy life. But I’ve created a lot of the bad for myself.” Through his late teens and twenties, in Jake’s world there were mental health issues, methamphetamines, powerful cars and motorbikes, booze, his best friend shot and stabbed…and drink-driving convictions…. “I wasn’t very proud of it, at all. I was a lost cause.” Most of the time he was still able to work – as a butcher, a plasterer and a fence builder…. but rarely as a truckdriver. “I did want to work for Dad – but there were two reasons I didn’t: I was embarrassed at what I’d done – and of my life I was living. I was really ashamed ‘cos I knew I was doing things that would hurt my parents.” There was also the graduated licence system to be worked through – a process he did start in his 66 | Truck & Driver

late teens. But, as he says: “I wouldn’t take drugs or alcohol if I knew I was working for Dad. There’s nothing I would ever do that would jeopardise his business.” After six or seven years of “really hard drug and alcohol abuse,” he went into recovery – supported by his Mum Sharleen, his Dad, and sister Madison: “They’ve never encouraged my bad behaviour…. bad stuff, but they’ve always supported me.” But when his parents’ marriage ended a year or so later, “it sent me off the rails again. That was just a short, little stint where I ended up with my third DIC, lost my licence. That was a wakeup call…and from that date I was clean and sober – off drugs and alcohol – for four and a half years.” In that time he met fiancée Courtney Lorigan. She and her two kids gave Jake powerful motivation to stay straight – aided by the daily medication prescribed for “all my mental health stuff: Bipolar, anxiety…that sort of stuff.” He was in recovery until suddenly, in March 2020, Auckland went into COVID lockdown, Courtney found out she was pregnant…and Jake “freaked out on life and ended up relapsing.” He can’t explain why it happened – confesses that “There’s absolutely no excuse.

“During this lapse I almost lost everything and caused a lot of damage to myself and everyone around me.” That reached a terrible crisis point on a Whenuapai road one Wednesday morning in October 2020 – when he gunned his near-new 1250cc Harley-Davidson V-Rod Muscle to overtake an SUV…..just as it did a right-turn in front of him. He hit the 4WD, his left leg taking the brunt of the impact, before he was flung over the vehicle and up the road – his helmet torn off by the force of the impact. “I wasn’t in a good way,” he says with huge understatement: The worst of it was that his left leg was broken in four places and almost severed. Three weeks in Middlemore Hospital saw him undergo six operations. In the aftermath he lost his licence (again) – because he’d had drugs (meth) in his system at the time of the crash. But that was the very least of his problems: After a few months of recovery at home, his bones weren’t healing as they should. Jake: “They found out I had a very rare, but very dangerous bone disease.” Worse, the drugs he needed to fight the disease began to damage his kidneys: “We came to a crossroads. Do I want to risk my kidneys and end up on dialysis for life, or do I want to lose my leg and start to try to walk again.” A grateful Jake can’t praise the Middlemore staff enough: Orthopaedic surgeon Rob Orec and his team “did absolutely everything they could to try to keep my leg.” But, seven months after the crash – in May 2021 – “I had to choose between permanently damaging my kidneys or losing

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my leg...” He didn’t even need time to think about it: “My mind was made up.” At the end of that month his left leg was amputated above the knee. The next seven months – with Jake in a wheelchair or on crutches – weren’t wasted: “That was my time for making it up to my kids – and my partner.” Since the crash he has done “everything in my power” towards that end: “I can’t give them that time back that I wasn’t there. But I can be there now – for Courtney and the kids (Claudia, 8, six-year-old Lucas and Louis, two) – and that’s what I’m doing. Without her and her support I would be lost.” The same goes, he stresses, for his parents and his sister: “I don’t think there’s much more than I can achieve in life better than….being present in people’s lives who care about me…. “And that means being in recovery for the rest of my life… which is, most definitely, my plan.” Nine months ago came a huge moment in Jake’s journey: “When they gave me my (prosthetic) leg, in December 2021….I don’t think I could’ve been given a better Christmas present. “So here I am today with one leg, a beautiful partner and three amazing kids that I’m so lucky to have – that have supported me through this whole journey….and one massive wakeup call!” As well as family, trucks have played a major role in his physical and mental rehabilitation. He explains: “At the start Both pictures: Jake’s sister Madison (top) and fiancee Courtney Lorigan have – like the rest of his family – stood by him through his years of drug and alcohol abuse...and since his crash.

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Jake’s near-new Harley was a writeoff....but his left leg was also “in a bad way.” The x-ray shows the pins and staples inserted in an ultimately unsuccessful attempt to save his leg.

“I had to choose between permanently damaging my kidneys, or losing my leg” at rehab and at the limb clinic, they ask you what your goals are…. “Besides spending time with my kids and being able to do absolutely everything for them… the first thing I wanted to do (before I rode a bike) was to get back in a truck and drive an 18-speed.” He said it, but he didn’t necessarily believe it was going to be possible: “It was just hope,” he concedes now. But in January this year, within a month of getting his $170,00 prosthetic leg fitted, he went to the Combined Haulage yard and climbed up into a company Mack Trident with an 18-speed manual gearbox – with Madison and his boy Louis sharing the milestone occasion. “Nah I wasn’t too confident!” he confesses: “There’s a bit of weight on these clutches, you know. And I wasn’t entirely sure. 68 | Truck & Driver

“But when I got in and pushed the clutch, I knew I could do it. And from that point on there was nothing stopping me. “And off I went: I hadn’t driven in over a year at this point…and believe it or not I could drive better than before my accident – when I had two legs!” Being able to drive a truck again is, he says, “amazing! It feels like I’m home. The cab of a truck is my second home. “I love it. Words can’t explain it: I couldn’t walk a year ago – now I’m driving an 18-speed. I mean some people with two legs can’t drive a Mack truck!” The crash and its aftermath has changed him, he reckons: “You learn a whole new gratitude for life when you’ve been through something like that. And ‘cos I thought I’d already been through everything.”

Since January he’s driven regularly – making the most of Combined’s variety of makes, models (Macks, Kenworths, Volvos and more), trailers (skeletals, flatdecks) and formats (tractors, rigids, tippers, swinglifts, Hiabs). Most of them have manual gearboxes, including Mack and Roadranger 18-speeds. “I’ve driven almost every truck in this yard since then.” Jake totally gets it that he’s in a hugely fortunate position – with a father who owns a trucking company and who’s been happy to let him drive whatever’s available, whenever he feels like it. Which has prompted him to come up with his offer to help anyone else with truckdriving dreams achieve them – or at least get them started towards that goal. He explains: “When I got in that truck and I could drive it, I can’t explain how good that felt! And I want to be able to give someone else the opportunity to feel that too.” About a month ago, he put it out there – an offer to help other truckie hopefuls get behind the wheel, first posted on trucking enthusiast Anna-Rose Peck’s Rock On Trucking NZ Facebook page….now made here, in New Zealand Truck & Driver. The idea is to get would-be truckies to Combined Haulage’s HQ in Swanson on a weekend, for instance – give them the chance to drive a truck around the yard. “My old man is happy for me to use a truck anytime, to provide anyone the opportunity to learn – and join this industry that has such a shortage of drivers! “They mightn’t get to drive the Western Star – it might be just the old CH Mack,” he laughs. “And don’t be afraid to reach out if I can support anyone…in any way possible. “That’s what I want to do in life now….this is my way of being able to pay it forward. “I’m hoping that I can share my time and experiences in life with others to help them succeed in life – and not go down the path I did. And give them an opportunity to learn to drive a truck.” Jake explains that the offer’s open to “anyone who wants to get into the industry, who hasn’t had the opportunities I’ve had. This is it. This is how I can help people. “As a kid your parents have a car for you to learn to drive in... but who has a truck for you to learn to drive in?” His offer extends to people already in the industry – who maybe “want a hand,” perhaps try a different type of trucking work. Like, for instance, “if one Saturday I come down here for eight hours and 10 people want to come and spend a day playing with a crane – lifting a counter-weight or a container in the yard…. “Anyone I can help in any way possible. It’s not just for people who’ve lost a limb. There’s people with two legs who struggle in life.” The aim is to help people into the industry – and help with the driver crisis as well: “So there’s more to it than just my one little bit of the story.” So far as his own trucking career goes, Jake’s plan is to get to the point where he’s driving fulltime – helping Madison and “everyone here run the business

Above: The wide variety in the Combined Haulage fleet means Jake can help would-be truckies with an introduction to a range of transport work. Below: Jake had six operations in three weeks in hospital immediately after the crash.

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Jake at the wheel of a company Western Star - loving that he can still drive an 18-speed manual.

smoothly. So far he’s at the point where he fills in wherever needed. “Good things take time. Me and Madison will be running the place one day. I can’t do office work….I just want to drive trucks.” Madison, seven years younger than her brother but already helping run Combined Haulage, is matter-of-fact about the challenges Jake created: “Oh it’s hard. He’s a struggle. And you never know what you’re gonna get. But that’s family. We just get through it. “I don’t want to be in the position of losing my brother, no matter what stupid shit he does! I’m gonna stick by him because I have a choice to have my brother in my life.” And she’s very happy that he’s offering to help others achieve their dreams: “I think it’s awesome. I think he needs a purpose and I know that his leg still hurts – and it’s always gonna hurt. He’s not gonna wake up one day and be pain-free… “But pushing himself and doing what he can and just taking every day, step by step, is good. “For a long time af ter his surgery he was harsh on himself because he couldn’t do everything that he did before. Because it’s hard having only one leg.” He tells Madison: “My side of the story’s easy to tell. I’m the one here with the (new) leg – and I’ve got my second chance. I didn’t have to see you on your deathbed.” Af ter his years of addiction and trouble, Jake

reckons: “I thought I couldn’t put them through much more” – and then came the crash and everything that’s resulted. He says again that he’s eternally grateful to his family for supporting him – “af ter everything I’ve done to them. I’ve put them through a bit and the fact I still have the opportunity to drive their trucks and be in their business….if I can’t see that as an eye-opener I definitely don’t deserve it do I. “So, the fact that I’m still here and they’re still by my side, says it all. So there’s nothing in this world I wouldn’t do for my family.” Jake says that the reason for going public with his warts and all story is “not to glorif y it – but to show that you can go through anything and still come out the other side. “There are good people out there. I’ve had all the support in the world to get where I am now. Without that support I wouldn’t be where I am. So, I think it’s important that I can offer that to someone else. “We’re not doing this ‘cos we want our name out there or anything like that. I’m doing it because, as a recovering addict, and someone who’s been through a hell of a lot of things in life, I just really want to be able to help people. “I’ve been through some dark times and things, and I want to help people in any way possible.” To take up Jake’s offer to help – or even just to talk – text him on 027 288 6433. T&D Truck & Driver | 71

g n i s a h c e c a e i Auss e l t i t i w i K

FEATURE

it By Colin Sm

Alex Little raced to the New Zealand title last season. Euan Cameron Photo. MULTIPLE AUSTRALIAN TRUCK RACING CHAMPION STEVEN Zammit is returning to New Zealand circuits this summer to contest the NAPA Auto Parts NZ Super Truck Championship. Zammit, from the Southern Highlands region of NSW, is shipping his Cummins big cam powered Kenworth T401 to New Zealand immediately after the final round of the Australian title at Winton Raceway in mid-September. The turnaround is tight, but Zammit hopes to have the truck on track for the Manfeild series opener at Labour weekend. “We’ll give everything a big clean straight after the final and pack up the tools and spares we’re going to need. The boat is due in Auckland on October 15,” says Zammit. The New Zealand campaign will see Zammit renew an alliance with Kiwi racer Shane Gray and his Lower Hutt-based Team Quality Racing squad. “We’ve teamed with up Shane when he’s raced in Australia and when I’ve raced in New Zealand before,” Zammit says. “On the track we don’t give each other an inch, but as soon as we are back in the pits, we do everything we can to help each other out.” Zammit led the Australian Championship as New Zealand Truck & Driver went to press. If he’s successful in winning the title, he will draw level with Rodney Crick on six national titles. Shane Gray will campaign the new Kenworth he debuted earlier this year. Euan Cameron Photo.

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He’s also won two New Zealand titles and a trans-Tasman crown. At the nine New Zealand meetings Zammit has raced at he’s won the last seven and will be a front-runner in the series. After two seasons which have seen Covid-19 affect calendars and grid sizes, the 2022-23 championship promises a resurgence in Kiwi truck racing. Association president Dave West, who will campaign his Freightliner Argosy again while also in the early stages of building a new truck, is expecting stronger grids. “I think there will be 10, possibly 11 trucks for Manfeild and possibly one more for the South Island,” West says. “It’s good to be heading back into double digits again. “Troy Etting, who drove Kerry Rowe’s old truck last year has really caught the bug and he’s got Shane Gray’s old truck which hasn’t been on track for four or five years. “The association has got some new blood on the committee and some familiar faces with lots of enthusiasm. “NAPA Auto Parts is the series sponsor and we’ve got some good round sponsors as well. With the Mack 50 Years celebration being held at Manfeild, there should be a good crowd of truck enthusiasts for the first round of the series.” After becoming the youngest winner of the New Zealand title earlier this year at age 22, Lower Hutt’s Alex Little will return to defend the crown in his Freightliner. “The plan is to defend the title and retain the number one and to do that I’ll have to drive fast and keep improving,” says Little. “We’ve made a couple of little tweaks to the truck over the winter that will hopefully give us better reliability and improve the handling of the truck. There’s nothing major - just a few things to optimise the package we’ve got.” Little says he’s expecting competitive challenges from Zammit, former champ Troy Wheeler (Freightliner), Shane Gray (Kenworth) and his new team-mate Brent “Bones” Collins. Collins stepped into the Freightliner usually campaigned by Malcolm Little for the Manfeild series finale in April and was immediately a front-runner.

Steven Zammit will bring his Kenworth to New Zealand tracks this summer. South Canterbury’s Collins was the inaugural winner of the Toyota Racing Series in 2005 and has had success in a number of racing categories. “It didn’t take him long to get up to speed,” Little says. “He brings a lot of knowledge to the table, and he can help me with my driving. I’m looking forward to racing with him.” Seeking to build on the early potential shown last summer by his new Kenworth T404 - built by Force Industries in Taranaki – is Wellington racer Shane Gray. Over the winter Team Quality Racing has made some transmission upgrades to solve an issue that plagued the truck at times last season. “We’ve also got a new water pump to solve some overheating issues,” says Gray. Gray says the truck showed pace last summer and should be

through its teething problems. “I’m 100 per cent happy with the truck but the driver needed a bit of a tune-up, so we’ve been doing a bit of fitness work.” Gray is excited about racing with Zammit again. “We are good mates, and we are arch-rivals till the last race. We’re shipping the truck over for Steve and will be taking the truck around the country for him. We’re looking for a sponsor to help out.” Three dates are confirmed for the 2022-23 championship. Following the Manfeild opener on October 22-23 the series has South Island outings at Levels International Raceway (Timaru) on January 27-29 and Southland’s Teretonga Park on March 18-19 for the popular Southern Thunder meeting where the Super Trucks and Mainland Muscle Cars take centre stage. The venue for the final round is still to be confirmed. T&D Troy Wheeler was a race winner during the 2022 Championship and will be out to regain the New Zealand title in his Freightliner. Ron Veint Photo

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FEATURE

The next-gen FUSO eCanter will be available with two cab widths and wheelbase options from 2500-4750mm.

NEXT GENERATION ECANTER REVEALED THE INTRODUCTION OF THE NEXT GENERATION FUSO ECANTER will bring a much wider range of transport applications into the skillset of the pioneering all-electric light duty truck. Exactly when Kiwi operators will reap those benefits – which include cab width options, multiple wheelbases and three modular battery capacity choices – remains unclear. Fuso says the new eCanter will be available initially in Japan from mid-2023 followed by overseas markets. It’s likely to be another year after that before FUSO New Zealand can supply the new model. “We expect there will be significant global demand for the next generation eCanter and are hoping to see it in New Zealand sometime in 2024,” says Kevin Smith, Fuso NZ general manager. “We do still have stock of the current generation eCanter available to us and customers that are using that product are making strong progress in understanding how to transition their operations to accommodate eDelivery. “There is no doubt that the next generation will offer more options to our customers, however, exactly when those options will be available here is still unclear,” Smith says. The new eCanter made its global debut in Japan on September 7 with its European premiere following three weeks later at the IAA Transportation 2022 event in Hanover, Germany. Since the launch of the small-series production eCanter in 2017, about 450 vehicles have been handed over to customers in Japan, Europe, North America, Australia, and New Zealand, covering a total of over six million kilometres. It’s this five years of real customer experience and feedback that FUSO has called on to develop the Next Generation eCanter and provide a more diverse range of customer solutions. Among the key changes for the Next Generation eCanter is an eAxle which integrates the motor with the rear axle. By eliminating a prop shaft a more compact drivetrain structure is achieved and this also provides the architecture for the modular

design that expands the range of wheelbases choices – the most compact being 2,500mm and the longest 4,750mm. With these structural changes, a significant expansion of the product line-up is possible. FUSO’s Next Generation eCanter line-up will globally cover more than 100 variants, including 28 variants for the Japanese domestic market to address a wider range of logistics needs. In addition to the current 7.5 ton (GVW) model, the new vehicle comes in weight classes ranging from 4.25 tons to 8.55 tons. The cab variation has also been expanded; now offering a new wide cab (1,995mm) in addition to the standard cab width (1,695mm) that allows for more flexibility on routes covering narrow roads. The new modular battery concept means the vehicle becomes available with three battery pack options, based on the wheelbase. Vehicles equipped with a single battery, with a rated capacity of 41.3kWh, have a range of up to 70km on one charge. Vehicles with two batteries (83kWh) cover a range of up 140km, and those with three batteries (124kWh) up to 200km. To provide customers with even more flexibility, the new model can be equipped with an optional power take-off (PTO) unit which enables special purpose solutions for customers wishing to operate their eCanter with a tipper, rear crane, or climatecontrolled van body, among other various options. This allows an even greater range of applications for customers. Japanese customers will have access to a V2X function that enables the eCanter’s batteries to supply power to homes and other equipment in the event of an emergency or natural disaster. The complete vehicle line-up, specifications, and features may differ from market to market. Details of the overseas models will be announced at the time of their launch. An enhanced range of EV-specific functions include a new four-stage regenerative braking system, contributing to power Truck & Driver | 75

FUSO says it has gathered five years and more than 6 million kilometres of experience to create the next generation eCanter.

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savings and enhanced drivability. Additionally, Battery PreConditioning, which allows the battery to be preheated through a timer setting during AC charging, as well as the Heater Cut Switch feature to save energy consumption, are newly integrated. An energy-saving heating function, which warms only the most needed areas such as the seats and steering wheel, is a new option for the Japanese market. Safety has been another focus area in the development of the new eCanter, with additional advanced safety functions to support safe driving. The Active Sideguard Assist 1.0 technology is featured for the first time in a FUSO light-duty truck, reducing the risk of accidents on turns by monitoring the blind spot on the side of the truck. When necessary, the feature activates a collision mitigation brake system. Other driver support is offered by Active Brake Assist 5 (ABA5), an emergency braking system with improved spatial recognition and pedestrian detection. The driver attention monitoring system, Active Attention Assist, supports the prevention of fatigue-induced incidents with white line recognition, various sensors and a facial recognition camera, warning the driver with a buzzer and dashboard display. Intelligent Headlight Control, which automatically switches between high or low beams, and Traffic Sign Recognition, which displays traffic signs recognized by the camera on the dashboard are also offered. There’s also an Electric Parking Brake that maintains stable braking force on hills, and the Back Eye Camera System that assists drivers in avoiding collisions while reversing. A newly designed exterior sees the all-electric truck reimagined with the FUSO Black Belt motif on the front face, with touches of orange and blue design elements. There are LED headlights and daytime running lights, as well as the latest LED rear combination lights. The eCanter’s interior has also been upgraded for driving comfort. A new and slightly lower dashboard to provide more space, more vertical space inside the cab, and a new 10-inch full LCD panel linked to the steering wheel switches have been installed. The “FUSO Easy Access Key” is available for Japanese customers. In Japan the new eCanter can be supported with the Truckconnect telematics solution with newly added EV-specific features. The eRange feature, which displays the remaining mileage, and remaining EV battery capacity, will also be available to track on the Truckconnect portal. In addition, the new model will be compatible with the Charging Management System function, which allows operators to set a timer to charge vehicle batteries when electricity costs are lowest. To accompany the new eCanter, FUSO has also committed to accelerating the introduction of electric trucks through new auxiliary services. FUSO eMobility Solutions provide comprehensive support by offering a full range of services covering the entire electric truck ecosystem including a consulting service, charger and installation services, financial services including lease contracts, fleet management and Battery Life Cycle Management to support the entire life cycle of electric truck batteries. FUSO’s eConsulting Services will assist customers on the shift to eMobility in the easiest possible way in their route planning and charging environment. T&D Truck & Driver | 77

FEATURE

l a i c e p As y r u t n e c f l ha

WHETHER THE UNIT OF MEASUREMENT IS DISTANCE, YEARS OR loyalty, there have been plenty of milestones in Vic Hungerford’s 65-year truck driving career. The most recent for the Aucklander, who turned 83 earlier this year, is a 50-year run working for the same company. Although he recalls first driving a bus at the age of nine under the watchful eye of his father, Vic got his first proper taste of truck driving while in the army as a teenager. He spent the early `sixties in the UK on a five year OE stint where he drove trucks and buses. Returning home to New Zealand he secured a job as a Mobil delivery driver in Auckland. On September 1 1972 Vic made the move from Mobil to Freightways Bulk Services to drive a Ford D1000 hauling sulphuric acid around the 78 | Truck & Driver

North Island. Following several ownership changes Vic was still with the company when it was purchased by Tony Galbraith in the mid-nineties and was rebranded as Fluidex Transport. And although he retired at the end of 2020, Vic still gets the call when Fluidex need some extra help. Vic is happy to say yes and climb behind the wheel of a 9-axle Mack Granite tanker when the opportunity arises. And he’s also first on the roster when Fluidex are making an appearance at truck shows and other industry events. “I still do a bit for them when they ask,” says Vic. “I actually retired at Christmas 2020 but I still do a few things for them when the phone rings, but I can say no if I want to. “I still love driving trucks and I don’t mind spending the time on my

Main pic and right: Vic Hungerford’s favourite truck is the International 9400i he drove for 13 years.

Above: On an icy Desert Road with the Mack Granite.

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Above: Vic go the chance to drive a Guy Big J on a visit to England a few years ago. Right: Tony Galbraith (left) with Vic on his 81st birthday. Below: Murray Purdy (left) and Vic get to drive Tony Galbraith’s restored 1989 International S-Line.

own out on the road, so long as I don’t have to drive in the Auckland traffic very much. “The other thing I enjoy is a lot of the drivers you meet are really good guys. “This week [the week of his 50th anniversary] I was ready to do a run to the South Island but then it got cancelled at the last minute because we couldn’t get a ferry booking. “I’d be one of the older drivers still driving. There are a few others who have done 50 years or more, but with one company it’s fairly unusual.” It’s an arrangement that suits Fluidex owner Tony Galbraith. “We are selective in what we ask Vic to do, and he gets to choose,” says Tony. Tony describes Vic as “a legend of the industry a very special guy. “He’s very special to us. Vic was with the company when I bought it in the `nineties. “Vic is still very fit and active and you’d swear he was 20 years younger if you met him.” Vic has seen many changes in the industry, truck technology and New Zealand roads. The Ford D1000 that was Vic’s first truck at Freightways had 150hp and a six-speed gearbox with a two-speed diff. He then moved to driving Atkinsons as Mobil had about 60 of them throughout the country. In the following half-century at Freightways/Fluidex he’s worked his way through a line-up of, Foden, ERF, several Fiats, Ford Louisville, Mack, Volvo and International products. “A lot of the modern trucks are automatics now, which I don’t like. 80 | Truck & Driver

“Every time you get in a new truck it’s got more power than the previous one. When I started a lot of trucks had 100 horsepower and now some are getting up to 750hp. “It means trucks are a lot easier to drive now, but it also means you need to be a lot more careful. And there’s a lot more traffic now, which I don’t like. “In other ways truck driving hasn’t changed very much at all. You still need to be prepared to work unfriendly hours and a lot of people don’t seem to want to do that these days. “Over the years I have probably averaged three nights away from home each week and you need a very understanding family to do that.” While Vic has driven many brands he doesn’t hesitate to name one that has been his favourite “My favourite was the International 9400i. I drove it for 13 years and did 1.4 million kilometres in it,” says Vic. “Nobody else drove it. It was a really good truck and it was very reliable.” There’s also another International which Vic has a special fondness for. It’s Tony Galbraith’s restored 1989 International S-Line in which Vic and Murray Purdy share driving duties. “I’m taking it to the Bombay Truck Show in January,” says Vic “It’s Tony’s personal truck and it’s a beautiful truck to drive. I’m allowed to drive it whenever I want and we take it to events and shows and to some funerals.” Vic says semi-retirement suits him and his goal is to keep driving for as long as he still enjoys it. “Obviously I won’t be driving too much longer, but then I said the same thing five years ago.” T&D

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The line-up of more than 200 trucks ready to roll-out on Dunedin’s Special Rigs for Special Kids parade.

Dunedin’s special day Story and photos: David Kinch THE RESIDENTS OF DUNEDIN AND MOSGIEL LINED THE STREETS to smile and wave as the Special Rigs for Special Kids event hit the road for the first time in three years. Like so many other events, Special Rigs for Special Kids had been put on hold while the country dealt with the Covid-19 pandemic. But momentum returned as a convoy of 220 trucks rolled through the streets on August 28. Founder and organiser Greg Inch noticed some differences this time around, with some contacts having moved on and a few companies that had closed. “There was extra work making sure everything was right in the two or three weeks leading up to the event” says Greg. Assembling at the Edgar Centre under the control of volunteer helpers, the convoy of trucks, excited children and happy drivers, made its way through Dunedin and Mosgiel waving and tooting to the hundreds of people who had lined the streets to watch the 82 | Truck & Driver

parade. Dunedin resident Mike Compton said: “It’s such a positive and happy event. I looked over to Concord Garage from my front deck and saw an intellectually disabled man in his wheelchair bouncing up and down, clapping, with a huge smile on his face. Seeing the absolute pleasure that he and others were experiencing was just wonderful.” Greg Inch mentioned that a lot of parents who’ve talked to their children after the event have said they get a lot out of the day. “It’s not just watching a shiny truck, they get to see and wave to the special needs kids, learn about doing something for the community and putting their best foot forward,” says Greg. The committee has already started organising next year’s event, which will be the 30th Anniversary. “We’ve got generations that have grown up with it here,” says Greg. “It’s instilled in the community that this is not just a truck show, this is something unique and special.” T&D

Above: Fulton Hogan turned out in force at Special Rigs for Special Kids Above right: The old and new of Reilly’s Towage and Salvage.

Below right: A busy morning at the Edgar Centre enrolling participants.

Below: McEwan Haulage driver Andy Brockbank’s passengers Chelsea and Esme were all smiles.

Truck & Driver | 83

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It’s political... WHAT THE POLITICIANS THINK ABOUT TRUCKING THE NEW ZEALAND TRUCKING INDUSTRY FACES many challenges – many of them influenced by Government policy. Apart from the many problems currently created by the COVID-19 pandemic, there’s the ongoing driver shortage, the worsening state of the nation’s roading network and looming emissions reduction legislation… So, who among our political parties offers any

Service level a thing of the past?

By Simon Court, ACT Party spokesperson on transport

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salvation for the industry in these situations? To have some insight into what politicians are thinking about issues impacting the road transport industry, NZ Truck & Driver has offered each of the major political parties the opportunity to voice their views on trucking matters each month. The ACT and National parties have contributed their views on the industry this month. T&D

“THE STATE HIGHWAY NETWORK MAKES THE LARGEST CONTRIBUTION to the social and economic wellbeing of New Zealand by connecting major population centres, major ports or international airports, and has high volumes of heavy commercial vehicles.” That pearl of wisdom is from Waka Kotahi – the One Network Road Classification framework. In their “Right Road, Right Value, Right Time” fact sheet, Waka Kotahi claim the framework will “help New Zealand to plan, invest in, maintain and operate the road network in a more strategic, consistent and affordable way”. Waka Kotahi goes on to state, in relation to their 2021-24 National Land Transport Programme, that the road maintenance programme should demonstrate: • how the proposed road operations, maintenance and renewal activities fit within the maintenance programme • where necessary, the links to proposed improvement activities (under the improvements activity classes) • how it optimises the life-cycle costs of the road networks in delivering the customer levels of service. Customers are experiencing some pretty poor service under this Labour Government, and the road network is no exception. Transport operators would point to numerous potholes, long term lane closures from slips, and a reduction in speed limits as evidence that Waka Kotahi is failing to meet their own standards. The owner of a Central Hawke’s Bay trucking firm told me that repairing truck tyres and suspension damaged by potholes has added to significant cost to his operation. This is on top of increases in the cost of fuel and wages. He pointed to incomplete road projects in Hawke’s Bay which require extensive traffic management despite the fact no work appears to be carried out sometimes for weeks at a time. The loose chip from incomplete and unsealed pavements has damaged windscreens and paintwork. The operator, who mainly transports livestock, told me that low speed limits through incomplete road works increase the time that stock spend in the truck. Animal welfare is also at risk from a poorly maintained road network. The Labour Government along with their support partner the Green Party have made it clear they prefer anything but roads for our future. The Minister of Transport Michael Wood recently stated a target to reduce vehicle kilometres travelled (VKT) to meet a 20%

nationwide cut by 2035, but without a plan on how to achieve that. One person who does have a plan, and significant influence over the Minister, is Green MP JulieAnn Genter. Simon Court At a Future of Transport event I attended recently, Ms Genter stated her support for the Government’s plan to reduce VKT. How? By simply dropping “Level of Service” as a metric for transport networks altogether. So rather than fund and deliver the road maintenance we need, the Labour Government and their Green support partner would let the potholes do the talking. At the same time they have demanded a greater share of petrol taxes and RUCs for their pet projects, the road network will be allowed to slowly fail. ACT would instead support the regions and the economy with a safe efficient roading network. Between 2007 and 2017, more than NZ$300 billion was raised by funds globally to invest in infrastructure. Most of that capital was raised from insurance companies, pension funds, and sovereign wealth funds (including our own New Zealand Super Fund) looking for long-term investments with reasonable returns. ACT would harness the funding and expertise from the international investors and apply this to our roading network. We would also use New Zealand’s independent Infrastructure Commission as the project manager and take politicians with blurry visions out of the decision making loop. This Government might be allergic to good road maintenance, T&D but ACT is not. Truck & Driver | 85

It’s political...

UPGRADE PROGRAMME GETS A DOWNGRADE UNDER LABOUR By Simeon Brown, National Party Spokesman for Transport and Public Service. THE GOVERNMENT’S FLAGSHIP $8.7 BILLION NEW ZEALAND Upgrade Programme (NZUP) is in disarray and in danger of significant time delays and budget blowout. NZUP is supposed to be a way to quickly and efficiently deliver key transport infrastructure projects around the country through Crown funding, but under Labour it is delivering less over a longer timeframe. Kiwis desperately need these projects, like the Otaki to Levin Highway or the Mill Road Upgrade in Auckland, to keep moving, get goods to market, and connect our communities. Yet many of these projects are now in trouble. Ten NZUP projects have been rated red by NZTA due to significant cost pressures and being in serious jeopardy of not being delivered on time or within budget. Six other projects are trending towards cost blowouts and time delays. Only two are set to be delivered on time and within budget. Labour will point to the war in Ukraine and COVID, but that’s not the full picture. The reality is that Labour’s misplaced priorities in transport has also contributed to this failure to deliver projects in a timely and cost efficient manner. When National left Government in 2017, we also left a pipeline of infrastructure projects ready to go, including in the NZUP. But then Labour went on a cancellation spree and axed a bunch of projects, like Mill Road and the Whangarei to Port Marsden Highway. They then backtracked on some of them and rescoped Mill Road from four lanes to safety improvements. If there wasn’t an endless merry-go-round of cancellations and re-announcements, the Upgrade Programme would be in much better shape today. The Minister of Transport, Michael Wood, also has misplaced priorities in wasting loads of money on his pet projects. After announcing a $785 million stand-alone cycle bridge over 86 | Truck & Driver

Simon Brown Auckland harbour, he had to furiously backpedal and cancel it. Kiwis were 82% opposed and weren’t having a bar of it. There is lots of talk under this Government but not much delivery. Labour made grand promises in 2017 that they were going to build 100,000 KiwiBuild houses in a decade, and build light rail from Mt Roskill to Auckland CBD by 2021. Fastforward to now and they have only built 1.4% of their housing target, and failed to deliver even one meter of light rail track in five years. While many of the NZUP projects have had cost increases after their construction has started, Auckland light rail has managed to skyrocket from $6 billion, to $9 billion, to $14.6 billion after doing nothing. Now Treasury says it could cost up to $29.2 billion. No one should be surprised that Labour can’t deliver transport projects. After all, they haven’t even delivered on their core 2017 election promises. Kiwis deserve better from their Government on infrastructure. T&D

https://www.nzherald.co.nz/nz/politics/governments87-billion-transport-projects-flash-red-one-year-after-firstbudget-blowout/TIHM5V7GFRNYJNLK6F66RBVD2A/ https://www.nzherald.co.nz/nz/governments-785million-auckland-harbour-cycle-bridge-vast-majorityopposed-poll-shows/RLLTBIJGGHI6V36XE3B6R7WAAI/ https://www.nzherald.co.nz/nz/governments-aucklandlight-rail-project-could-cost-29-billion-treasury-paperssay/6TCV7KGNKZULN75JVWJ4BKUXTQ/

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STREWTH – SHOULD WE BE A BIT MORE AUSSIE IN OUR APPROACH TO BUSINESS? By David Downs, CEO New Zealand Story

David Downs is CEO of The New Zealand Story, an ambitious organisation marketing New Zealand to the world. He is a director on several boards, including as Chair of The Icehouse. David is an ex-comedian, TV and radio actor, semi-finalist for New Zealander of the Year, cancer survivor and a published author of books No.8 Re-wired, No.8 Recharged, A Mild Touch of the Cancer, and Silver Linings.

E COMPETE WITH OUR AUSTRALIAN FRIENDS ACROSS the ditch possibly harder than any other nation – on the rugby field, attracting tourists, exporting fine wine – we want to be the best. And boy have we grown up. No longer merely the ‘small cousin’ to Australia, today we are recognised for being world leaders with our dairy, sheep, and kiwifruit exports, and increasingly for leading in terms of commitments to climate change and decarbonisation. As evidenced through the recent Hi-Tech Awards, cutting edge technology in agritech, health science and sustainability fields are seeing Kiwi innovators recognised for designing technology with social impact at the heart of their concepts – we are a nation who cares for people and our planet. Favourable perception shifts have been observed, according to research commissioned by New Zealand Story Group to better understand how consumers and businesses across the Tasman see us. People in Australia think that we are practical, progressive, caring, have a good political system that works, and have an inclusive and forward-thinking society. We take pride in and embrace our Māori culture, our environment and how we care for it. But as a country we often tend to downplay our successes – unlike our Australian friends who are not shy celebrating theirs. Our research, while largely export focused, has relevance to the transport and logistics sector which is inherently connected via global supply chains. Insights showed that Australian businesspeople felt that New Zealand exporters can sometimes be too focused on their first container and fail to show up when it matters most to support their product sales. As transport operators you understand that success is not measured by the first load – every load needs to be delivered on time, undamaged, at the agreed cost. Australian distributors want and expect a relationship and a reliable supply chain. While Covid has ensured the public at large now recognise the words ‘supply chain’, that doesn’t always mean they understand it. The research highlights the issue of high Trans-Tasman shipping costs, indicating an opportunity to provide education to exporters on the cost of shipping and margins, when shipping to Australia. Taking a leaf out of the Aussie handbook, let’s not

downplay success here – the industry has strong relationships with government and its agencies and is well supported by its customers, both locally and abroad. Dialling up the stakeholder education is 100% doable. Digging into the research a bit more, the insights around manufacturing have some clear take outs for the transport industry. New Zealand is known for its high quality, sustainable products created in an environment of collaboration with world leading technology. Critically, ‘we care for every step of the journey’ and that includes our supply chain. Recent supply chain issues and high freight costs are putting pressure on companies moving product across the ditch. So, the question is, what can you, as transport operators do to show your customers you care and are equally invested in their success? Is this a cup half empty moment, or half full? I’d say carpe diem – seize the day. Out of every challenge there is an opportunity. As Kiwis, we are more likely to ‘give it a go’, we have become known for our start up mentality. Australia and New Zealand share various regulations, systems and processes that bring a level of trust and ease for doing business. We have earned a trusted reputation; we just need to try and make sure that first bite of the cherry is not the last. We must be vocally present in the markets we operate in and with our clients, and we need to show our dedication to fulfilling their demands. Building trust, communicating our commitment to uncompromising quality and trading on our sustainability credentials and cultural inclusivity needs to be a stronger part of our platform for business success. An easy way to do this is by talking to our closeness with Australia – both geographically and as long-time ANZAC allies – as a way to accelerate solid relationships and continue to build trust. Transport and logistics are integrated into every part of our economy, I think this means the sector is uniquely positioned to show that leadership, and success, is linked to mindset. Taking a chip off of the ole block of our Aussie neighbours, I would encourage the transport industry to proactively stand up and celebrate its successes, it is supply chain’s moment – so let’s not waste it. T&D Truck & Driver | 89

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NRC DIALS UP COLLABORATION AS ROAD NETWORK CREAKS

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

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INCE STARTING AT NATIONAL ROAD CARRIERS (NRC) IN August, I’ve had the pleasure of getting out and meeting many of our members. Talking with them has been an eyeopening – it is seeing the economy in action in real time. Talking to operators is like having a finger on the pulse of economy, seeing where demand is going up, or falling, as it happens and before it hits the headlines. One of the great things about NRC is we represent the entire industry, from one-truck operators right through to those running a fleet of hundreds, and everything in-between. Driving around the yards and talking to the owners and painted a chequered picture of the challenges being faced. I heard the full gambit, from “we’ve never had demand so strong and are still seeing growth” through to “this is our biggest slowdown since the GFC” (the 2008 global financial crisis). Seasonality of course plays a big part. As runaway inflation makes its presence felt, there is no question belt-tightening is happening – especially on the discretionary playthings many have got used to. But overall, my sense is that even with high diesel prices and labour shortages, there is resilience in the road transport sector. Goods need to keep moving, no matter what. Many operators talked to me about how FAF (Fuel Adjustment Factor) has helped them manage the fuel price escalations, and how they are taking the opportunity to take a microscope to cost management across their business. NRC has an extensive tool kit to help our members get to grips with their cost base, and I’m pleased to see increasing demand for this since I’ve started. While the economic impacts may be a mixed bag for operators, one issue that isn’t is roading. Unsurprisingly, everyone I spoke with gave me a passionate earful about how woeful our roading network is, usually in colourful language. And no wonder. They are worried for their drivers, worried for their trucks, and have never experienced such shocking conditions. Everyone has an opinion on what the cause is, from current

Justin Tighe-Umbers

or the previous Government raiding the roading budget, to build work being done by the lowest bidder with little council oversight to substandard bitumen product being imported since the refinery closed. My view is there is no silver bullet to get this fixed. New Zealand needs to take a good hard look at how we plan, fund, build and maintain our roads nationwide. NRC is ramping up our engagement with the roading agencies. We’re providing an expert voice of the industry on what needs to be done. We can do this because we are hearing the pain caused every day from our members. Since starting I’ve met with several senior officials in Government and the agencies and I am pleased to see the strong reputation NRC has built with policy makers and regulators in the transport industry. We work hard to be a trusted advisor on road transport, and our direct daily contact with transport operators into what drivers and operators are experiencing give genuine insights that are valued by officials. Prior to taking the helm at NRC, I spent five years running the equivalent organisation representing all the international airlines flying to New Zealand. When the border closed in March 2020, over two thirds of our vital air freight capacity dried up overnight. That taught a valuable lesson to decision makers about not taking strategic transport and supply chain links for granted – they can grind to a halt very quickly. The same lesson has been learned in road transport. In conversations with officials and Ministers I’m seeing a marked change in recognition of both the criticality and fragility of our strategic transport networks. They are starting to understand these networks need to be nurtured and looked after. This presents a golden opportunity for the industry - to work with our decision makers to actively drive policies to build an effective and efficient road transport network for the benefit of all New Zealanders. One year out from the election, NRC will be seizing this opportunity with both hands. T&D Truck & Driver | 91

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New Zealand Heavy Haulage Association Heavy Haulage operators need to plan ahead when traveling through major road works sites.

Oversize operators – Play your part at works sites By Jonathan Bhana-Thomson – chief executive, New Zealand Heavy Haulage Association

EADING INTO A NEW ROAD CONSTRUCTION SEASON, the NZ Transport Agency tell us they are planning one of their biggest maintenance seasons, and there are still plenty of ongoing major construction sites on the State Highway network. We all know in the transport industry that due to delayed road maintenance, or the very wet winter we have endured, that many State Highways around the country are in dire need of urgent work. This will mean that the freight industry needs to plan for delays and restrictions while these works are completed. In addition, the emphasis with the health and safety of road works crews is towards greater separation of traffic from staff, which results in more detours, and stop/ go operations. This association engages with those planning and undertaking these works to ensure there will always be a way for oversize loads to get through the worksite, or that the detour route will be suitable for overdimension and overweight loads. This is reliant on either contractors, the Transport Agency, or our members, advising of works on the main oversize routes, and then working with the project managers and contractors to plan for oversize loads to continue to be transported through these areas. We see this as a key part of what the association is for – to ensure that our members can continue to operate – by transporting loads efficiently and safely. Examples of good recent successes are with the northern tie-in of the NX2 project, where there was going to be two weeks of night closures with no suitable detour for oversize loads. The association negotiated for two nights each week where oversize loads could get through the site. Another example is on the oversize route on Auckland Transport roads, where due to the lack of suitable alternative route, the contractors have decided to undertake work on weekend nights when oversize loads are not permitted to shift. There was also an alteration

to the work plan, as there was no realistic way to ensure that oversize loads can get through, due to a deep dig out. Once we have negotiated access through a worksite then the emphasis moves to oversize operators doing their part to make sure that the loads can make its way through a works site. The association will advise our members of the requirements for each site that we know about, but Jonathan Bhana-Thomson there are some general requirements that all oversize operators need to undertake. 1. Prior notification If the oversize operator needs to undertake a notification that they are planning to transport a load, then they need to ensure this happens – although sometimes lead times can be an issue. This notification can either be to the Traffic Management Coordinator for a State Highway area, or the road works project directly. 2. Liaison on site When the oversize load approaches the site, the lead pilot needs to communicate with those on site as to how the load will be managed through the work area. 3. Reinstatement of the site Especially when the site is unattended, or when there is significant deconstruction of the traffic management equipment, the oversize transport team needs to ensure that the site is reinstated to the layout that it was found in. With these procedures in place, oversize loads can continue to the transported and road works sites can be safely negotiated and managed. T&D Truck & Driver | 93

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Sales records continue THE RECORD-BREAKING RUN FOR THE NEW ZEALAND new truck market continued during August. August registrations of 548 trucks (with a GVM of 4.5 tonnes or more) boosted the year-to-date total to 3761, according to official NZ Transport Agency data. That is a 12.5% improvement on the previous best August in 2018 when 487 new trucks were registered. It also lifts the year-to-date total at the end of the first eight months to another all-time best – the 3761 total being 5.2% up on 2019’s previous best of 3572. The trailer market continues to track consistently this year with 125 new registrations in August, one unit ahead of the July market. The YTD total of 927 registrations is 256 units behind the 2018 record of 1183. In the overall 4.5t to maximum GVM market, Fuso is again the leading brand with 112 registrations – taking its YTD total to 799 units and its market share to 21.2%. Second-placed Isuzu has also picked up year-on-year – its 108 registrations for the month of August advancing its YTD total to 678 and currently an 18.0% market share. Hino (612 YTD/76 August) is in third position and its market share is up from 15.0% last year to 16.3% this year. There are no surprises in the crossover 3.5-4.5t GVM segment, with Fiat (264/54) continuing a dominant lead with over 50% of market share ahead of Mercedes-Benz (62/9), Volkswagen (50/3) & Chevrolet (46/11).

In the 4.5-7.5t GVM class, FUSO (371/44) is consolidating its lead, ahead of Isuzu (225/42), Hino (126/17), Iveco (114/18), Foton (114/18) and Mercedes-Benz (102/18). In the 7.5-15t GVM category Isuzu (265/44) continues to lead Hino (196/21) and FUSO (164/25). Foton (59/8) holds fourth ahead of Iveco (28/7). In the 15-20.5t GVM division, Hino (80/10) retains a clear lead, ahead of FUSO (43/6), and UD (39/7) while Isuzu (19/1) and Scania (19/4) are now tied for fourth. In the tiny 20.5-23t segment, Volvo joined the segment with one registration in August. Hino (12/2) maintains over 50% share of the market ahead of Fuso (5/1). In the premium 23t to maximum GVM division, Scania (289/46) continues to build on its lead ahead of FUSO (216/36) in second and Hino (198/26) running third. Year-to-date the rest of the top-10 remains unchanged, Isuzu (167/20) continuing in fourth place ahead of Kenworth (159/17), UD (139/15), Volvo (115/26), DAF (98/17), Mercedes-Benz (56/4) and MAN (47/6) In the trailer market, Patchell (96/10) continues to hold a break on the rest – ahead of Fruehauf (82/8), and Roadmaster (75/11). Domett (71/14) moved ahead of MTE (65/4) with the most registrations for the month. Transport Trailers (55/8) remains sixth ahead of TMC (52/6), Transfleet (33/5), Fairfax (26/4) and Freighter (26/4) (who again tied for eighth this month. TES (21/4) rounds out the top-10. T&D Truck & Driver | 95

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23,001kg-max GVM 2022

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

Vol 799 678 612 308 194 185 167 165 159 119 100 59 52 42 35 18 15 15 15 11 6 5 1 1 3761

% 21.2 18.0 16.3 8.2 5.2 4.9 4.4 4.4 4.2 3.2 2.7 1.6 1.4 1.1 0.9 0.5 0.4 0.4 0.4 0.3 0.2 0.1 0.0 0.0 100

Aug 22 Vol % 112 20.4 108 19.7 76 13.9 50 9.1 29 5.3 22 4.0 24 4.4 22 4.0 17 3.1 27 4.9 17 3.1 7 1.3 8 1.5 9 1.6 4 0.7 5 0.9 0 0.0 1 0.2 5 0.9 2 0.4 3 0.5 0 0.0 0 0.0 0 0.0 548 100

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

Vol 264 62 50 46 31 21 19 9 8 8 1 519

% 50.9 11.9 9.6 8.9 6.0 4.0 3.7 1.7 1.5 1.5 0.2 100

Aug 22 Vol % 54 58.1 9 9.7 3 3.2 11 11.8 3 3.2 4 4.3 5 5.4 1 1.1 1 1.1 2 2.2 0 0.0 93 100

4501-7500kg GVM 2022 Brand FUSO ISUZU HINO IVECO FOTON MERCEDES-BENZ VOLKSWAGEN HYUNDAI FIAT RAM PEUGEOT Total 96 | Truck & Driver

Vol 371 225 126 114 106 102 42 41 11 5 1 1144

% 32.4 19.7 11.0 10.0 9.3 8.9 3.7 3.6 1.0 0.4 0.1 100.0

Aug 22 Vol % 44 26.2 42 25.0 17 10.1 18 10.7 14 8.3 18 10.7 9 5.4 4 2.4 2 1.2 0 0.0 0 0.0 168 100

The Transcon fleet based from Warkworth now includes a new FUSO Fighter FU2328U 6x2 carting produce and general freight in the Auckland and North Auckland region. The 280hp Euro 6 engine has a 9-speed Eaton transmission and 4.222:1 final drive ratio with air suspension. An Alimax insulated curtainside body has container rear doors and Thermo King 1200R chiller unit. Alcoa alloy wheels with super single fronts, stone guard, Airplex air kit, Eroad Ehubo2 & Clarity camera are fitted. This is driver Tony Kidd’s first new truck and is called “The Cool Kidd”, complete with custom caricature of the driver on the front of the cab.

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

Vol 265 196 164 59 28 7 11 3 3 2 738

% 35.9 26.6 22.2 8.0 3.8 11.0 1.5 0.4 0.4 0.3 100

Aug 22 Vol % 44 40.0 21 19.1 25 22.7 8 7.3 7 6.4 0 0.0 4 3.6 0 0.0 1 0.9 0 0.0 110 100

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

Vol 80 43 39 19 19 16 10 6 2 2 1 237

% 33.8 18.1 16.5 8.0 8.0 6.8 4.2 2.5 0.8 0.8 0.4 100

Aug 22 Vol % 10 32.3 6 19.4 7 22.6 1 3.2 4 12.9 1 3.2 1 3.2 1 3.2 0 0.0 0 0.0 0 0.0 31 100

20,501-23,000kg GVM 2022 Brand HINO FUSO SINOTRUK ISUZU IVECO VOLVO Total

Vol 12 5 2 2 1 1 23

% 52.2 21.7 8.7 8.7 4.3 4.3 100

Aug 22 Vol % 2 40.0 1 20.0 0 0.0 1 20.0 0 0.0 1 20.0 5 100

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

Vol 289 216 198 167 159 139 115 98 56 47 35 32 18 15 15 12 6 1617

% 17.9 13.4 12.2 10.3 9.8 8.6 7.1 6.1 3.5 2.9 2.2 2.0 1.1 0.9 0.9 0.7 0.4 100

Aug 22 Vol % 46 19.7 36 15.4 26 11.1 20 8.5 17 7.3 15 6.4 26 11.1 17 7.3 4 1.7 6 2.6 3 1.3 4 1.7 5 2.1 0 0.0 1 0.4 5 2.1 3 1.3 234 100

Trailers 2022 Brand Vol PATCHELL 96 FRUEHAUF 82 ROADMASTER 75 DOMETT 71 M.T.E. 65 TRANSPORT TRAILERS 55 TMC 52 TRANSFLEET 33 FAIRFAX 26 FREIGHTER 26 TES 21 CWS 20 JACKSON 19 HAMMAR 15 MTC EQUIPMENT 14 TANKER ENGINEERING 14 MAXICUBE 14 KRAFT 11 LUSK 11 EVANS 10 MILLS-TUI 10 MD ENGINEERING 9 TIDD 9 MAKARANUI 8 SEC 8 LOWES 7 WHITE 5 PTE 5 LILLEY 5 KOROMIKO 5 TEO 5 STEELBRO 4 ADAMS & CURRIE 4 SDC 4 MJ CUSTOMS 4 WARREN 4 MODERN TRANSPORT 3 COWAN 3 OTHER 95 Total 927

% 10.4 8.8 8.1 7.7 7.0 5.9 5.6 3.6 2.8 2.8 2.3 2.2 2.0 1.6 1.5 1.5 1.5 1.2 1.2 1.1 1.1 1.0 1.0 0.9 0.9 0.8 0.5 0.5 0.5 0.5 0.5 0.4 0.4 0.4 0.4 0.4 0.3 0.3 10.2 100

Aug 22 Vol % 10 8.0 8 6.4 11 8.8 14 11.2 4 3.2 8 6.4 6 4.8 5 4.0 4 3.2 4 3.2 4 3.2 4 3.2 3 2.4 1 0.8 1 0.8 2 1.6 2 1.6 0 0.0 3 2.4 0 0.0 1 0.8 1 0.8 2 1.6 1 0.8 2 1.6 0 0.0 0 0.0 1 0.8 1 0.8 2 1.6 1 0.8 0 0.0 0 0.0 0 0.0 3 0.0 1 0.8 0 0.0 0 0.0 15 12.0 125 100

A new Kenworth T610 8x4 tipper custom-built for PGF Transport of Benneydale is being driven by Steve Torr. Based in Te Awamutu and carting bulk products across the North Island, the Cummins X-15 600.615hp with twin pipes is paired with an Eaton RTLO 20918B 18-speed Roadranger transmission. The T610 has non load-share front suspension, Airglide 460 rear suspension, Meritor 46-160 rear axles with full X-locks and Big Foot CTI. Features include factory fitted LED headlights, reverse lights on mirror arms, flashing roof beacon and stainless steel drop visor, bug deflector and fuel tank trims. Stripes on the cab and fuel, AdBlue and hydraulic tanks were painted by Fleet Image Te Awamutu. Transport & General built the alloy truck body and 7.7m tip trailer.

A new MAN TGX is on double-shift AucklandWellington work in Move Logistics colours and owned by Punjabi Drivers Ltd. The TGX 35.540 Premium is an 8x4 XLX Sleeper powered by the Euro 5 spec MAN D2676LF06 engine with 540hp and 2500Nm of torque. Tipmatic transmission with retarder, rear air suspension, BrakeMatic electronic braking system, ABS, ASR, ESP, Emergency Brake Assist and disc brakes front & rear are fitted. The truck has a 7.4m TMC 14-pallet curtainsider body with mezzanine floor and Koromiko Engineering built the 11.4m 22-pallet trailer with SAF axles. Extras include a chrome sun visor, LED marker lights and light bar, microwave and adaptative cruise control. Paint by Haddock Spray Painters (Whakatane) and signage by Marty’s Signs (Mt Maunganui). Truck & Driver | 97

BENEFACTORS

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Matt and Nicola Crawford of Justice Trucking have a new Scania S 620 B8x4NA dropside tipper for timber, post and general cartage nationwide. The 620hp Euro 5 Scania D16 is paired with the Opticruise GRSO905R 12-speed AMT with 4100D retarder and RB662 hypoid rear end. Rear air suspension, disc brakes with ABS/EBS are fitted. Features include V8 leather trim, fridge, Dura-Bright alloys all round and Broshmik stoneguard and visor. Lusk Engineering built the drop side tipper and 5-axle dropside tipper trailer. Caulfield Signs Rotorua completed the sign writing.

Gill Transport Systems has a new Iveco EuroCargo ML140 working from its Hamilton base. The 14t GVM 4x2 has a Euro 5 Tector 6 engine producing 280hp and 950Nm of torque with a ZF 6-speed automated gearbox. Features include disc brakes, EBS and ESP, exhaust brake, cruise control, speed limiter and diff lock. Comfort benefits include an air suspended ISRI seat and dual passenger seats. Elite Truck Specialists built the 14-pallet curtainsider body.

STL Linehaul has recently added two new Kenworth K200 2.8 Aerodynes to its fleet. Named The Gangster and The Colonel, both have 615hp Cummins X15 power, RTLO20918B transmission, RT21-165GP rear axles and Kenworth Airglide 460 rear suspension. Finishing work was carried out by Southpac Engineering and HDPS Engineering and the STL livery was applied by Caulfield Signs in Rotorua. Truck & Driver | 99

Rotorua’s Sherlock Contracting has a new Volvo FH700 6x4 tractor unit to haul plant and equipment in the BOP and Waikato regions. The D16G engine develops 700hp and 3150Nm of torque paired to an I-Shift ATO3112F 12-speed (plus crawler gear) transmission and RTH2610B hub reduction rear bogie. A 7.5t front axle, air bag rear suspension, EBS disc brakes and Volvo Driver Safety Package are fitted and extras include blind spot camera, navigation, load indicator, fridge and an alloy cab roof bar fitted with twin roof beacons and air horns. The rigging and hydraulics was completed by Mills-Tui and the FH tows a new MTC transporter trailer.

T Heavy Metal Haulage has added another DAF to its Te Kowhai-based fleet. Paul Wallis is driving the 530hp CF 6x4 rigid tipper unit equipped with a new Transport & General Engineering Hardox steel body and matching 5-axle trailer. HMH owners Rodney and Daryl Kempthorne specified DAF’s full safety system along with extra marker lights in the sunvisor and mirrors, LED roof beacon, dual air horns and Right Weigh digital scales mounted in cab. The 530hp Paccar MX13 teams up with ZF Traxon 12TX2620 16-speed automated transmission, Paccar SR1360T rear axles with dual diff locks and Paccar air suspension. Fleet Image painted the cab and chassis into HMH fleet colours. 100 | Truck & Driver

D CNM Haulage from Martinborough has a new Scania S 730 B8x4NM CS20H for livestock work around the North Island driven by Marc Kumeroa. The green Scania boasts 730hp and 3500Nm of torque with SCR and EGR emissions technology. The Opticruise transmission drives to a Scania RB662 rear axle set-up and the truck runs on full air suspension. A full range of extras include V8 leather trim package, LED lights, electric mirrors, a 21-inch TV, fridge, extendable lower bunk and upper bunk, microwave and Scania’s full safety package. It tows a Jackson Enterprises 5-axle trailer.

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Safety alert: alert: Safety

Cardan shaft shaft park park brake brake failures failures Cardan

Waka Kotahi Kotahi has hasissued issuedaasafety safetyalert alertbecause becausethere therehave havebeen beenseveral severalincidents incidentswhere wherethe the Waka Cardan shaft shaft park parkbrake brakehas hasfailed failedand andthe thevehicle vehiclehas hasrolled rolledaway. away. Cardan

The key key points points of of the thealert alertare: are: The Due to to the the design designof ofthe thebrake, brake,the the •• Due vehicle may may roll rollaway awaywhen whenparked parkedon onaa vehicle slope, especially especiallyififthe theload loadisischanging changing slope, and/or the the vehicle vehicleisisparked parkedon onan an and/or unstable surface. surface. unstable

Cardanshaft shaftpark park Cardan brakeassembly assembly brake

Avoid parking parking on onslopes slopesor oruse usewheel wheel •• Avoid chocks when when parked parkedon onaaslope slopeand and chocks when the the vehicle vehicleisisjacked. jacked. when You need need to to understand understandthe thebrake brake • You mechanism and andits itslimitations. limitations. mechanism Vehicle owners ownersare areresponsible responsiblefor for • Vehicle ensuring the the brake brakeisisserviced servicedregularly regularly ensuring to maintain maintain performance. performance. to

Cardanshaft shaftpark parkbrakes brakes(also (alsoknown knownasasdriveshaft driveshaftpark park Cardan brakes)are arefitted fittedtotomany manysmall smalltotomedium mediumtrucks trucksand and brakes) smallnumber numberofofpassenger passengerservice servicevehicles. vehicles.They Theyare are aasmall designedtotohold holdthe thevehicle vehicleand anditsitsload loadbut buthave havelimitations limitations designed whichcan canlead leadtotothe thevehicle vehiclerolling rollingaway. away. which

Changes Changes to to CoF CoFrequirements requirements The The current current certificate certificateof offitness fitnessstall stalltest test does does not not adequately adequatelyassess assessparking parkingbrake brake performance. performance. ItItwill willbe bereplaced replacedby byaamore more rigorous rigorous roller rollerbrake brakemachine machinetest testfrom from 11 October October 2022 2022for formost mostclasses classesof ofvehicle vehicle with with Cardan Cardan shaft shaftpark parkbrakes. brakes.

Read Readour oursafety safetyalert: alert:nzta.govt.nz/safetynzta.govt.nz/safetyalert-cardan-shaft-park-brake-failures alert-cardan-shaft-park-brake-failures Read Readmore moreinformation informationabout aboutCardan Cardan shaft shaftpark parkbrakes brakesat: at: nzta.govt.nz/cardan-shaft-park-brakes nzta.govt.nz/cardan-shaft-park-brakes

Williams & Wilshier Transport has its first Kenworth T610 logger at work. The driver is Ron McRoberts, based at Te Kaha on the East Coast running back into Kawerau each day. Ron has worked for Williams & Wilshier for 22 years. The T610 8x4 has a 550.578hp Cummins X15, Eaton Ultrashift Plus FO-20E318B transmission and Meritor MT21165GP rear axles with diff lock, Kenworth non load share front suspension, Airglide 460 rear suspension, full disc brakes and Alcoa Dura-Bright rims. The T610 runs Patchell Industries truck bolsters and 5-axle trailer.

The Midnight Special, is the first new Kenworth for Cam and Megan Spooner, owners of Ohakune Machinery Hire & Transport Limited. Finished in all-black, this T909 was designed and built specifically for Cam’s requirements to transport heavy machinery. Power comes from a 600.615hp Euro 5 Cummins X15 Euro paired with an Eaton RTLO 22918B 18-speed Roadranger, Meritor MFS 7.3t front axle with taper leaf springs, Meritor MT53-168G rear axles with 4.56 ratio and Hendrickson PAX462 rear suspension. A blind spot camera on left hand mirror is integrated to factory AVN system. Stainless work includes drop visor, headlight defenders, elephant ears, air cleaner light bar, lower grill trim, front wheel arch trim. Tinted windows, offset Dura-Bright rims, Clear/amber roof lights and Perspex bug deflector are other highlights. The fifth wheel was mounted by MTE Hamilton and Cam fitted the rear guards and hydraulics.

Truck & Driver | 103

Vowles Transport in Morrinsville were recently handed the keys to a pair of new Kenworth K200s. Palmerston North-based Dallas Anderson drives the 6x4 2.8m Aerodyne while Morrinsville’s Josh Dalkie drives the 8x4 truck and trailer unit. Both trucks operate predominately between Auckland and Christchurch and share a near identical spec with Cummins X15 600.615hp powerplant and Eaton RTLO 20918 18-speed Roadranger, Meritor 46-160 rear axles (XLFR in the 8x4 and XLRR in the 6x4) and Kenworth Airglide 460 suspension. Along with Dura-Bright rims the specification includes stainless drop visor, step infills and fuel tank trims, twin air cleaners with eagle intakes, painted tool boxes and fuel tanks and double rows of five roof marker lights. In cab highlights include fridges and TV/DVD players.

s. n i a t r u C k c u Tr

overe c u o y t o g e We’v

Visit us at the

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Site D4

Your trusted side curtain and side curtain parts supplier

0800 244 266

Buy online @ www.straitline.co.nz/tensioner

STR_00

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This truck is fitted with Structurflex Flexisider curtains, Structurflex Tensioners and a Whiting Insulated Roller door.

TRUCK CURTAINS AND ROLLER DOORS THAT GO THE DISTANCE Our customers know they’ll get a great run from Structurflex products because we combine the best materials with superior design. Appearance is what first attracts fleet owners to Structurflex truck curtains, but it’s superior design and manufacturing quality that keeps them coming back for more. As well as complete cargo protection and easy loading, our curtainsiders give you years of reliable service. Couple these curtains with our robust Whiting roller door and you’ve got a truck that is built to last. FLEXISIDER

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Talk to us about custom-made Flexisider, Slide-A-Side and Citysider curtains, as well as our Tensioner and Whiting and Robinson roller doors. Call Structurflex on 0800 100 775 email us at info@structurflex.co.nz or visit www.structurflex.co.nz

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13/03/13 11:56 AM

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We look forward to offering you tailored and profitable lubricant and fuel solutions for your business. Alongside our Caltex Lubricants we also provide Onsite Diesel Refuelling and Bulk Diesel and Petrol deliveries. K & L Distributors Ltd 17 Maui Street Hamilton 3200 07 849 2943 www.kandldistributors.co.nz Hamilton@kandldistributors.co.nz 0274 939 491 0274 939 024

TD31936

Ken Rowe Brent Rowe

Storm Harrison is driving the new Waikawa Haulage Scania S 730 B8x4NA logger based in Hawke’s Bay. The 730hp Scania DC16 V8 drives through an Opticruise GRSO926R 12-speed AMT with 4100D retarder and RB735 hub reduction rear end. Scania rear air suspension, disc brakes with ABS/EBS, scales and CTI are fitted. The exterior is highlighted by Dura-Bright wheels, an LED light bar and Broshmik stoneguard and visor while the interior features V8 leather trim and a fridge. The S 730 works with a new Patchell shorts set up and new Patchell 5-axle multi trailer. Haddock Spray Painters did the cab/chassis painting, and the sign work is by Caulfield Signs Rotorua.

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Hella T&D Luminator 210X147 2021 .indd 1

www.hella.co.nz 17-Dec-20 8:31:56 AM

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110 | Truck & Driver

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Mills-Tui A4 Advert 2022-09.indd 1

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