NZ Truck & Driver April 2023

NZ TRUCK & DRIVER

FREE GIANT TRUCK POSTER LIFTOUT

| April 2023

April 2023 $9.50 incl. GST

BIG TEST Short, sharp and shock-free | FLEET FOCUS Chilled Service | FEATURE: From modest to magnificent

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From mo dest to magn ificent

The Official Magazine of

Issue 266

Short, sharp and shock-free

ISSN 2703-6251

The way of the future.

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ACHIEVING YOUR SUSTAINABILITY GOALS HAS NEVER BEEN EASIER BRIDGESTONE M729II ECO The M729II Eco is the successor to the M729 and Ecopia M749 drive tyres. Its development represents another step towards Bridgestone’s evolution as a sustainable solutions company.

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Bay of Plenty and Gisborne Trevor Bunyan 021 718 861 trevor.bunyan@bridgestone.co.nz Wellington, Wairarapa, Manawatu, Hawke’s Bay and Taranaki Justin Smith 021 452 858 justin.smith@bridgestone.co.nz

Christchurch, Nelson, Marlborough and West Coast Peter Taylor 027 405 3504 peter.taylor@bridgestone.co.nz Canterbury, Otago and Southland Tom Porteous 027 582 0682 tom.porteous@bridgestone.co.nz

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6/03/23 11:53 AM

CONTENTS Issue 266 – April 2023

4

24

41

44

News

The latest from the world of road transport including…. Iveco brings the new S-Way line-up to New Zealand… The Bombay Truck Show delivers a huge boost to charities…. Cummins introduces its next generation 15-litre engine…. Volvo plans electric truck production in Australia…. National Road Carriers and the NZ Trucking Association forge closer cooperation… and Bridgestone introduces a new high-efficiency drive tyre.

FEATURES:

REGULARS:

62

80/ Double Coin Tyres NZ Transport 81 Imaging Awards

65

Giti Tyres Big Test

Short, Sharp And Shock-free: It’s only a short distance from Richmond to Takaka but State Highway 60 is one of New Zealand’s toughest roads and a perfect venue for a truck test. We join the Sollys team to put the new VC67 generation Isuzu Giga EXY 510 with a smooth shifting AMT through its paces on a trip to Golden Bay.

78

Transporting New Zealand

Chief Executive Nick Leggett looks at recent announcements from new Prime Minster Chris Hipkins and promises Ia Ara Aotearoa Transporting New Zealand will hold the Government to account on roading infrastructure issues.

81

Teletrac Navman Fleet Focus

Southpac Trucks Legends

Best known as “Scotty”, Andrew Haberfield has been a mechanic, a driver and an award-winning truck salesman. He’s also got an important health message to convey since being diagnosed with cancer.

From Mediocre To Magnificent

95

We visit the Opotiki home of trucking historian Gavin Abbot to talk about his career in the industry and the many restoration projects he has completed in his back garden and shed.

A Green Roadmap For Transport

The Green Compact is Transporting New Zealand’s new framework for decarbonising the road transport industry and how it will work alongside Government to achieve emissions targets and deliver more efficient transport.

CrediFlex Recently Registered

February registration data saw the new truck market continued to make gains with registrations running ahead of pre-Covid records. Plus, this month’s photo gallery of new trucks on the road.

COLUMNS 89

The Future Is Light

Trailer and truck body manufacturer Mills-Tui is collaborating with Transport Composites to test and demonstrate how carbon fibre construction can reduce tare weights for tipper units.

Chilled Service: The blue and white trucks of Canterbury-based Coolpak Coolstores are a familiar sight on South Island highways. Its fleet of refrigerated trucks provides a vital connection for Coolpak’s coolstore and export operations.

MANAGEMENT

Double Coin Tyres NZ Transport Imaging Awards Recognising NZ’s best-looking trucks… including a giant pull-out poster of this month’s finalist.

91

93

It’s Political

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

National Road Carriers Association

Justin Tighe-Umbers puts the spotlight on the New Zealand state highways that are the highest priority in the post-cyclone infrastructure re-build.

NZ Heavy Haulage Association

Weather disruptions and road closures affect everyone on the road and some of the restrictions place specific limitations on heavy haulage operations.

ADMINISTRATION MANAGER

Publisher

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

Sue Woolston

Advertising

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

Sue Woolston Phone

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

accounts@trucker.co.nz

SUBSCRIPTIONS accounts@trucker.co.nz 021 411 950

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

EDITORIAL Editor

Colin Smith 021 510319 colin@trucker.co.nz

Associate Editor

Brian Cowan

CONTRIBUTORS

Olivia Beauchamp Gerald Shacklock Dave McLeod Wayne Munro Rod Simmonds

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

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

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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.

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

NEWS

Guests at the launch take a look around Iveco’s new generation models.

Iveco’s next generation IVECO HAS BEGUN THE ROLL-OUT OF NEW generation heavy-duty product with its S-Way models launched in Auckland recently.

The event at Iveco New Zealand headquarters in Wiri was attended by Iveco Australia New Zealand managing director Michael May, who says the new models represent an aligning with European model choices following the decision to close the Dandenong assembly plant near Melbourne.

“We wanted to make sure we are aligning with the latest technology from Europe. We could continue [with the Dandenong operation], but we would need to invest tens of millions in that facility. Or we could align with Europe and get access to the latest products from Europe.

“That’s why we have made the decision for New Zealand and Australia

to bring ourselves in step with Europe. We will bring Euro VI Step E class leading trucks to the market, the cleanest product you can buy in this space.”

May says the event was the first public reveal function for the S-Way in Australasia and there was also a “teaser” reveal of the new T-Way model also due in New Zealand soon.

“It’s the region’s first public reveal of the new S-Way and T-Way. We haven’t even done this yet in Australia,” May says.

On show for guests were two S-Way 570 6x4 models (one with a locally enhanced RVE leather interior) along with 460 6x4 and 570 8x4 variants and an example of the new T-Way 410 4x4.

In full the new S-Way will offer 4x2, 6x2, 6x4, 8x4 and 10x4 variants.

New national Sales manager ALONG WITH NEW MODELS, IVECO NZ IS ALSO strengthening its sales team with the appointment of Erwin Stolze as National Sales Manager for Trucks and Vans.

Erwin will be based at the Iveco NZ head office in Wiri and will be responsible for national sales with his focus on best customer experience and ensuring sufficient stock and the best specifications to suit the New Zealand market.

“I am looking forward to building the Iveco brand in New Zealand and increasing volume to support the growing aftersales network,” Erwin says.

For the past five years Erwin has worked in the New Zealand truck industry representing Japanese, American and European brands. He has 20 years of commercial vehicle industry experience and prior to emigrating with his family, Erwin was a Hino branch dealer principal in South Africa. T&D

Below: A trial of the battery electric Iveco eDaily will start in Australia and New Zealand later this year (left); Erwin Stolze (right).

4 | Truck & Driver

Above: New S-Way models (centre and right) were joined by the first new T-Way 4x4 to arrive in New Zealand.

Bottom: The new S-Way features a wraparound dash design and slim A-pillars.

Power outputs available in the local market are 360hp, 460hp and 570hp matched to ZF transmissions.

All engines are Euro 6 (Step E) and feature Iveco’s Hi-SCR exhaust treatment strategy without EGR. Standard safety features include adaptive cruise control, autonomous emergency braking, driver assessment and full LED lighting with bending headlights. Iveco says a slimmer A pillar improves visibility and the cab layout is focused on the driver and modern connectivity.

Pieter Theron, Iveco Trucks NZ Truck Sales Executive says the S-Way range will have a wider range of applications than its predecessor with the addition of 8x4 tractor, 6x2 rigid and the 10x4 models (with lift and steer rear axle). He expects strong demand from bulk tipper operators for the S-Way 6x4 510hp in low roof configuration.

Iveco also outlined its “Driving the Road to Change” strategy that began in New Zealand with the opening of the head office dealership in 2019 and now extends to a strengthened sales and service network to support the new models.

“Locally in New Zealand we have spent a lot of time, a lot of effort and a lot of money ensuring we have got the team to support our customers on the ground,” says Iveco NZ dealer principal Barry Woods.

“We have also spent a lot of time putting together our total cost of ownership package and new finance packages.”

The debut of the two new heavy duty models begins a busy phase of model activity for Iveco.

An Australasian trial of battery electric eDaily models will begin later this year with a least one example being evaluated in New Zealand.

“We will soon bring an eDaily to this market. I think our Daily product is quite unique because it goes up to 7-tonne and into the space of some of our Japanese competitors, but in a safe European manner. From the driver’s perspective it’s next level,” says Michael May. “The modularity of the Daily chassis frame gives us an ability to grow up or down, not only on electric but also on fuel cell electric where we have a trial partnership with Hyundai at the moment.”

The Iveco EuroCargo is also scheduled for an important update in 2024. T&D

Truck & Driver | 5

NEWS

The new Bridgestone M729II ECO was launched locally by Bridgestone’s Director of New Zealand Business, John Staples.

New Bridgestone tyre technology BRIDGESTONE IS REPLACING TWO OF ITS benchmark truck tyre ranges with a new generation product it says is its most advanced drive tyre to date.

The new M729II ECO serves at the successor to both Bridgestone’s wear life champion M729, and the fuel-saving Ecopia M749. It is on sale through Bridgestone’s network of New Zealand truck stores.

Newly developed compound technologies for the M729II ECO achieve a long-lasting, durable drive tyre with a lower rolling resistance to contribute to fuel savings and CO2 emission reduction.

“We are excited by the launch of the M729II ECO because it highlights how NZ transport operators can have the best of both worlds when it comes to durability, drive traction performance and sustainable benefits,” says Bridgestone’s Director of New Zealand Business, John Staples.

“The M729II ECO is a key product for us because it addresses two of the industry’s core needs through one solution, without compromising on capabilities. It provides operators with the durable, long-lasting tyre they demand, that also supports their targets for fuel-saving and reduced C02 emissions.”

Bridgestone has invested in new technologies for its truck and bus products to achieve a long-lasting, durable compound with a lower rolling resistance. The M729II ECO achieves a 20% lower rolling resistance than the M729 – making it comparable to Bridgestone’s benchmark Ecopia M749 tyre without compromising on drive traction performance.

By utilising the M729 tread pattern with the new compound technology, the new generation M729II ECO offers up to 10% better wear life than its predecessor.

“The launch of the M729II ECO is a demonstration of Bridgestone’s commitment to the NZ transport industry. We’ve taken the time to understand what operators need in their drive tyres and enhanced our 6 | Truck & Driver

offering based on real world feedback and testing,” Mr Staples says.

“By focusing on the strengths of our two industry leading products, the long lasting M729, and the fuel saving Ecopia M749, we’ve developed a tyre that delivers on both value propositions in the M729II ECO. It has allowed us to rationalise our line up and make it simpler and more efficient for fleet operators.”

The M729II ECO enters the market as an already proven performer following more than 1 million kilometres of evaluation through its development, overseen by Bridgestone’s New Zealand based Technical Field Services team.

According to Bridgestone New Zealand Technical Field Services Manager, Derek Hall-Jones, NZ operators can be confident in the performance of the M729II ECO following real world tests by a range of customers across highway/regional applications, as well as mild on/off road applications.

“We set ambitious targets for the M729II ECO, and our extensive testing and evaluation program saw all of these exceeded. Working closely with our counterparts in the Bridgestone China Asia Pacific Technical Centre, we were able to deliver a drive tyre that met the needs of the New Zealand market from a performance point of view, with additional benefits of fuel savings and reduced emissions,” Mr Hall-Jones says.

“Anecdotal feedback of from operators is that the M729II ECO delivers either equal or better performance than its predecessors across wear life, traction, worn appearance, cut/chip resistance, and wet braking performance.

“Data that we collected from more than 1 million kilometres of testing highlights the success of this development, and we look forward to our customers realising the benefits of the M729II ECO for years to come,” says Hall-Jones. T&D

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NEWS

.

The Volvo 6x2 FE Electric is being put to work transporting parts from GEODIS’s Matraville NSW headquarters to Volvo Group Australia’s Minto NSW Parts Distribution Centre on the Southwestern outskirts of Sydney.

TD33323

Volvo outlines Aussie electric plans VOLVO GROUP AUSTRALIA IS ON TRACK TO BEGIN building electric trucks at its Wacol, Queensland plant by 2027.

The announcement was made by Volvo Group Australia President and CEO, Martin Merrick during a visit by members of the Swedish royal family to Australia in late-February.

The Australian National University in Canberra hosted the Electrification in Sweden and Australia panel discussion event, which was opened by Her Royal Highness, Crown Princess Victoria of Sweden as part of a royal tour of Australia and New Zealand.

The Crown Princess took the opportunity to address climate change and the drive towards a more sustainable future while the discussions covered topics from infrastructure, government policy, consumer behaviour and business incentives.

Volvo is also introducing the first electric truck into Australian logistics operations with the delivery of the first Volvo FE Electric truck sold Down Under to global logistics giant GEODIS. The 6x2 FE Electric is being put to work in a pilot scheme transporting parts from GEODIS’s Matraville NSW headquarters to Volvo Group Australia’s Minto NSW Parts Distribution Centre on the Southwestern outskirts of Sydney.

Daily energy demands are met by 50kWh AC charging at the depot end of the 47km route.

The FE Electric is fitted with four batteries on board and offers 266kWh capacity and is capable of hauling a 7-tonne payload. The truck makes use of a 225-kW/850Nm dual-motor driveline and is also backed by a two-speed automated transmission. Operational range is quoted at up to 220km depending on battery configuration and application.

Energy usage for this route is in the vicinity of 69kWh. Utilising 50kWh chargers, total charge time from 0% to 100% battery is just over three hours.

By opportunity charging while the truck is loading and unloading, the truck can be driven well in excess of its daily work demand.

Wacol-based Volvo Group Regional Logistics Buyer, Jennie Alfredsson first identified the route as being ideal for an electric truck.

“We are heavily focused on reducing CO2 emissions from our freight task by 30% per vehicle by 2025,” says Alfredsson.

Alfredsson subsequently pitched the idea to Volvo Group Australia’s Vice President Emerging Technology Business Development, Paul Illmer.

“This project has been such a great example of multiple stakeholders working together to take yet another step towards decarbonising our industry one truck at a time,” says Illmer.

“As a transport buyer, Jennie has recognised an opportunity to make a difference in our logistics operations as seized it. And as a team we’ve worked together to bring a solution to the table.

“We’ve made no bones about our determination to tackle the decarbonisation challenges along the way, whether that be sourcing green power for our facilities, a solar project utilising our own building and factories or finding opportunities such as this.”

GEODIS is working to reduce its carbon footprint and limit polluting emissions.

“We are delighted to collaborate with Volvo on this path, since we know that our future success will be dependent on sustainable partnerships such as this,” says GEODIS Sub-Regional Managing Director-Pacific, Stuart Asplet. T&D Truck & Driver | 9

NEWS

Delivering much needed help THE TRANSFLEET TRAILERS/ALLIED PETROLEUM Bombay Truck Show continues to deliver beyond expectations.

The fundraising total from the second show held on January 21 has comfortably bettered previous efforts, with more than $83,000 being raised.

Funds raised at the truck show are equally split between three community groups - the Leukemia and Blood Cancer Foundation, Franklin Hospice and the Bombay Rugby Club, which provides the grounds for the truck show.

On March 9 truck show committee members Marieka Morcombe and Hayden Woolston called on the three community groups and presented cheques for $27,953.66 each. “$83,861.00 is more than we hoped to donate and we know the charities benefit hugely,” says Marieka.

The final figure exceeds the estimate of $77,000 announced during the prizegiving on the day.

The Bombay Truck Show, which drew an attendance in the region of 16,000 to 20,000 people and saw 465 trucks on display in the UDC Finance Show & Shine, has been praised for its balance of commercial and community focus.

“As a committee we are thrilled with the outcome of the show,” Marieka says.

“Reflecting on the show, I think we just about nailed it. There are small changes to make and I think there will be every show. But all the big things that mattered went to plan.”

Marieka says a big thank you goes to the sponsors, exhibitors, Show & Shine entrants and volunteers who help make the show a success.

“This event can only be successful when the local community gets behind us.

And they really do.

“I want everyone who is part of this show to feel proud. The money raised is not truck show money – it’s trucking industry money and we just get the joy of passing it on,” Marieka says.

Bombay show has a great atmosphere

Katelyn Arundale collects her prizes from the Bombay Truck Show.

10 | Truck & Driver

K ATELY N ARUNDALE HAS attended both Bombay Truck Shows and came away from this year’s event with one of the big prizes.

Katelyn drivers for Tranzcarr Heavy Haulage and after the 2023 Bombay show she went home with one of the Driver Awards sponsored

by Pyramid Trucking. She says she loved the show and can’t wait till the next one.

“I loved it. It has a great atmosphere, and it’s really well organised,” says Katelyn.

“I was at the first one three years ago which was great, but this year was even better.”

Her win came as a surprise.

“I didn’t go to prize giving and I didn’t think I was going to win anything. I was still over on the Heavy Haulage Association stand when I found out later on.”

Katelyn’s prize was for the skill she displayed manoeuvring a Tranzcarr Volvo FH16 8x4

and its `seven rows of eight’ Goldhofer heavy haulage platform trailer into the Bombay Rugby Club grounds and position it on the NZ Heavy Haulage Association stand.

“They said I wouldn’t be able to get my trailer through the gate,” says Katelyn.

“The gate was 3.2m wide and my trailer is 3-metres wide. With help and guidance from my pilot/trailer operator, Eben, it was all good.”

Katelyn mainly drives a Scania for Tranzcarr, her role being at the wheel of a “pusher” unit on heavy haulage jobs.

“What we do isn’t your average truck driving. Mainly we are moving big electrical transformers which can be 200-300 tonnes all up.”

Katelyn says her goal is to drive the front unit.

“As a female in this industry I’d like to be in front so I’m working my way up and learning so I can drive the lead unit one day.” T&D

NEWS

The Bombay show has been run twice and has now provided over $151,000 of funding to local charities and community groups.

Alison Daldy, Fundraising Manager for Franklin Hospice says the hospice is proud and grateful to be part of the Bombay Truck Show.

“This well run event, which we really enjoy, raises funds which enable us to provide palliative care to patients and their families in the Franklin community,” says Alison.

“The funds raised from the 2023 show will enable us to care for four months’ worth of community nursing for one nurse at Franklin Hospice.”

The Bombay Rugby Club is also thrilled at the success of the show and the funds it will benefit from.

”The Bombay Truck Show is a tremendous opportunity to secure much needed funding for the Bombay Rugby Club, both junior and senior, and also the local community,” says Club President James McRobbie.

“As the club grounds are privately owned we receive no council funding, so funding events like the truck show are vital for us. The money from this year’s truck show will go towards purchasing a tractor and mower to keep the ground’s in top shape.

“It has been fantastic to be involved in Bombay Truck Show 2023. It’s wonderful to see the community working together for a great outcome.”

After the year-long delay caused by Covid, the truck show organisers now intend to follow the biennial schedule they had originally hoped for with the third show set for 2025.

The plan is to select either a late-January or early-February date for the 2025 show. T&D

Chequeing Up: the Leukemia Blood Cancer Foundation (above left), Bombay Rugby Club (above right) and Franklin Hospice (below) share in the $83,861 raised by the Transfleet Trailers and Allied Petroleum sponsored Bombay Truck Show.

Truck & Driver | 11

NEWS

Wanaka’s big Easter celebration TRUCKS OLD AND NEW WILL HAVE A BIG PRESENCE when Wheels at Wanaka returns this Easter weekend.

Presented by Three Parks, Wheels at Wanaka will welcome over 3,500 vehicle enthusiasts rallying from all corners of the country to exhibit their steam engines, tractors and farming heritage machinery, cars, motorbikes, trucks, earthmovers and much more.

The Southpac Truck Show occupies one of the biggest areas within the

grounds of the show and this year will feature the official New Zealand debut of the new generation Kenworth K220.

In addition to the non-stop Highlands Motorsport parade ground programme, Wheels at Wanaka 2023 will feature a number of action-packed specialist arenas including the Wanaka Powersports Dirt Pit, the Terra Cat Earthmoving Extravaganza, the CLAAS Harvest Centre - tractor, traction engine and truck pull competition, the Schist Enduro X competition and 4WD demos guided by the Shotover 4WD club.

With more than 25,000 patrons expected to attend, it’s on track to become Australasia’s biggest history-in-motion, all-vehicle event.

The success of Wheels at Wanaka can be attributed to an army of 200 plus passionate volunteers, working side-by-side to keep New Zealand’s vehicle history alive and to raise funds for the community. Charities of choice for 2023 include Cure Our Ovarian Cancer and the Wanaka Community Workshop (MenShed).

A family friendly event, there’s plenty for everyone, including Komatsu’s Kids Diggers and Kids Zone, markets, trades and demonstrations at every turn. Shopping opportunities include retail, food, coffee, and licensed bars with live music.

The Southpac Truck Show is Wheels at Wanaka runs April 7-9 with events from 9am each a major part of the Wheels at day.

Public car parking and entry is via Sir Tim Wallis Drive, Wanaka Easter weekend event.

Three Parks, Wanaka. T&D

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NEWS

Keith Andrews strengthens sales team THREE NEW SALES MANAGER ROLES HAVE BEEN established to bolster the senior sales and customer experience team across Daimler truck brands Fuso, Mercedes-Benz, and Freightliner at Keith Andrews Trucks.

The trio of new appointments has been made as Keith Andrews Trucks strengthens its support for customers across the North Island.

The new structure is headed by GM Sales & Customer Experience Kathy Schluter, who joined Keith Andrews last year, having been part of the successful Fuso New Zealand team that took Fuso to number one in the truck market in 2021 and 2022.

Alisha Francis, Wes Gielink and Damien O’Hara are the three new recruits, who will report to Schluter and provide a level of customer support beyond the traditional service customers might expect.

“Keith Andrews is the leading commercial vehicle sales network in New Zealand and, as such, we have a responsibility to deliver on that status and reputation for those businesses who choose to partner with us,” said Schluter.

“We have recruited a dynamic and well-rounded team of highly capable individuals with a balance of internal and external experience. Together, they bring an understanding of the great traditions upon which Keith Andrews is built and the fresh perspectives needed to test ourselves and to continually evolve in line with an ever-changing and dynamic industry.”

Francis moves from Fuso New Zealand, while Gielink has been

promoted internally after nearly a decade with the company, and O’Hara joins with a wealth of external industry experience on his CV. “We operate on the ethos that market share is borrowed and not owned,” says Keith Andrews managing director Aaron Smith.

“We appreciate that we are only as good or as successful as our last customer interaction. The more positive we can make that experience for the customer, the better partner we will be for their business. Those are the standards by which we measure ourselves and that is why we have invested in strengthening our team to deliver on that.” T&D

Alisha Francis, Wes Gielink and Damien O’Hara take on new sales manager roles for Keith Andrews Trucks.

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NEWS

Another hydrogen power alternative A GAME CHANGING METHANE electrolysis (plasmalysis) technology, which converts LNG into hydrogen and solid carbon, is being developed by a German hydrogen technology company.

Graforce debuted its new technology at the recent International LNG Congress 2023 in Dusseldorf, Germany where more than 350 companies discussed key challenges of the LNG industry – from transportation and storage infrastructure to use as a fuel or by end users.

The new technology is hailed as a way to

achieve decarbonisation targets by allowing large gas users to switch to clean-burning hydrogen without changing their energy supplier or method of transporting.

“We cannot do completely without fossil fuels yet. But the EU can still achieve its decarbonisation targets if LNG, LPG or natural gas are no longer burned but converted into hydrogen and solid carbon with the help of green electricity and our hydrogen plants,” says Dr. Jens Hanke, founder and Chief Technology Officer of Graforce.

Located at LNG terminals or other decentralised locations, Graforce methane electrolysis plants can decarbonise LNG/LPG by converting methane into hydrogen and solid carbon.

This allows large gas users to switch to clean-burning hydrogen without changing their energy supplier or method of transporting.

In the modular plasmalysis plants, a highfrequency plasma field, generated by renewable electricity, splits hydrocarbons such as methane into their molecular components: hydrogen and solid carbon.

Compared to water electrolysis, plasmalysis requires only one-fifth the energy to produce the same amount of hydrogen. A single 20-megawatt plant can convert about 70,000 tonnes of LNG into hydrogen per year and save about 200,000 metric tons of CO2.

The hydrogen can be used for emissionfree electricity and heat generation or in the chemical industry. Since the CO2 is sequestered in products (such as asphalt, cement, tyres and plastics) over the long term, this technology is also the first market-ready alternative to carbon capture storage.

In January 2023, Graforce entered a cooperation with Kawasaki Gas Turbine Europe.

Within the plant solution, carbon-free hydrogen is produced from biomethane, natural gas, LNG or LPG. This is converted to electricity in Kawasaki’s hydrogen gas turbine and reused in the plasmalysis to produce hydrogen. Thus, CO2-free electricity and high-temperature heat is generated. Once started, the whole system requires no further electricity.

Graforce power-to-X plants produce carbon dioxide free or carbon dioxide negative hydrogen and synthetic feedstocks – with highest efficiency and lower infrastructure costs in the multi-megawatt range.

The Graforce technology has the potential to decarbonise fossil energies, industrial sectors and the heat, transport and building sectors. The company is currently in the process of expanding its strategic partnerships to quickly scale its hydrogen technology worldwide. T&D

Diesel still dominates in Europe DIESEL TRUCKS REMAINED THE OVERWHELMING choice for European buyers during 2022, even if new battery electric and fuel cell trucks generated a big share of the headlines.

Registrations of new diesel trucks in the European Union continued to rise in 2022, up 3.7% on the previous year to account for 96.6% of total new registrations (up from 95.9% in 2021).

Despite significant growth last year, electrically-chargeable vehicles still make up only 0.6% of the EU truck market. Alternatively-powered vehicles account for 2.8% of all trucks sold in the EU. Overall in 2022 across the EU, 274,058 units were sold in total, with Central Europe strongly contributing to the region’s performance.

Out of the four key Western European markets, France and Germany suffered losses (-3.0% and -2.4% respectively), while Spain and Italy saw improvements (+11.6% and +4.6% respectively).

By contrast, petrol trucks declined by 17.4%, with only 157 units registered across the EU, more than 60% of which were sold in Finland.

During 2022, the EU saw a 32.8% increase in electrically-chargeable truck (full battery electric vehicles, fuel-cell electric vehicles, extendedrange vehicles and plug-in hybrids) with 1,656 units registered, half of which in Germany (829 units). As a result, the ECV market share expanded from 0.5% in 2021 to 0.6% last year.

On the other hand, the number of hybrid trucks registered across the EU fell by 16.1%, with only 47 units sold in total.

Sales of trucks powered by alternative fuels, such as natural gas, LPG, biofuels and ethanol, decreased in 2022, accounting for 2.8% of the total market (down from 3.6% in 2021). With 7,915 trucks registered across the EU, sales of trucks running on alternative fuels contracted by 19.9%. T&D

14 | Truck & Driver

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NEWS

Associations working together CLOSER COOPER ATION BETWEEN NATIONAL ROAD Carriers (NRC) and the New Zealand Trucking Association (NTA) has been agreed to address common road transport issues and goals.

Announced on February 28, the two organisations have signed a memorandum of understanding to work closely together under the umbrella of “Two Associations, One Goal.”

The two industry groups split from (the then recently renamed) Ia Ara Aotearoa Transporting New Zealand (previously the Road Transport Forum) back in October 2021 in a disagreement over a plan to merge and create a Wellington-based centralised industry body.

Combined, the associations represent over 3,000 members, who

Association leaders David Boyce (NZ Trucking Association) and Justin Tighe-Umbers (National Road Carriers).

16 | Truck & Driver

collectively operate 30,000 trucks nationwide. NRC and NTA support their members with legal, financial, employment relations, health & safety, workplace relations, business, and environmental advice. They advocate on behalf of members and work with Central and Local Government on road transport infrastructure and regulations.

“The partnership will see the Association’s maintain their separate entities while coming together to collaborate on key transport initiatives to share knowledge and support their members’ needs,” says David Boyce, CEO New Zealand Trucking Association.

“Together the focus is on providing services and solutions to real-life issues faced by our members, working collaboratively with Government agencies to effect positive change, and maintaining social license to operate efficiently and productively.”

The agreement will see the two associations acting as affiliates and working in good faith to benefit the wider road transport, freight, and logistics sector across New Zealand.

“We are already working closely on critical work including responding to the recent adverse weather events across the North Island which have laid bare the sorry state of our road network, highlighting the urgent need for a 50-year roading infrastructure plan to ensure future resilience,” says Justin Tighe-Umbers, CEO National Road Carriers.

“Both organisations are laser focused on working with Government to help ensure New Zealand has a more productive network, that lowers the long-term cost to the economy and is more resilient.”

Safety is a key focus of both groups and initiatives such as HARMfree Transport, which is launching later this year with the support of funding from the ACC Workplace Injury Prevention Grant, are set to make a positive impact on how the industry operates.

“With health and safety, a top priority we are excited to be bringing the Australian TruckSafe accreditation programme to New Zealand,” Boyce says.

“This programme is well recognised as a leading business risk and safety management system. With no encompassing industry guidelines or code of practice for the Road Transport Industry in place currently, this is a great opportunity for the industry to lay down strong foundations for a safer future.”

TruckSafe will be a national programme that will be readily accessible to all New Zealand road transport operators no matter what their size. This industry-led initiative will align strongly with the NZ Transport Agency’s Road to Zero strategy “We have a window for industry to take ownership and shape what best practice and continuous improvement needs to look like for the New Zealand transport industry,” Tighe-Umbers says.

“Taking learnings from the Australian programme and shaping it for the New Zealand environment allows positively drive the collaboration with regulators, rather than have a regulatory framework imposed that may not be fit for purpose..”

The 2023 NRC/NTA Trucking Industry Summit has been confirmed for Saturday July 8, at the Cordis Hotel in Auckland.

More details will be available soon. T&D

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NEWS The new Cummins X15D will develop up to 660-horsepower.

Big horsepower at Brisbane Show ONE OF THE MOST EAGERLY AWAITED REVEALS scheduled for the Brisbane Truck Show in May is the introduction of the new Cummins 15-litre truck engine.

The entirely new 15-litre platform, known as the X15D, will deliver the highest-ever outputs for a Cummins truck engine while setting new standards for fuel efficiency at ultra-low emissions levels.

The big displacement Cummins will be offered in power ratings up to 660-horsepower (with 2360 lb ft of torque) while delivering an 8% improvement in fuel consumption over the most efficient of the current generation X15 engines. The new engine will only be offered in Euro 6 specification.

“With the all-new X-series platform, Cummins is taking the internal combustion engine to a next generation level, capable of meeting future ultra-low emission standards with a low-to-zero carbon fuel capability,” says Mike Fowler, Director of On-Highway Business for Cummins Asia Pacific.

There is no set date for release of the X15D in the Australia and New Zealand markets. An extensive field test programme – which started in Australia in 2021 – will determine when this will occur.

“The X15D will only be released when we are completely satisfied with its reliability and durability in meeting the harsh demands of the Australian B-double duty cycle,” said Fowler.

A key feature of the X15D is its dry weight reduction of 225kg compared with the current X15. A sculpted iron block and composite oil 18 | Truck & Driver

pan are among the weight saving features that result in the X15D having the highest power-to-weight density in the industry.

“The unique power cylinder design enables much higher peak cylinder pressures – 20% higher than the current engine – and that enhances power density and overall efficiency,” Fowler says.

Featuring the latest evolution of Cummins’ XPI (Extreme Pressure Injection) fuel system, the X15D will be offered with ratings up to 660 horsepower backed up by a massive 2360 lb ft of peak torque.

The highest rating eclipses the current X15 peaks of 615hp/2050 lb ft and will enhance Cummins’ engine down-speeding strategy for improved fuel economy.

“This strategy is about reducing cruise rpm for fuel economy gains while at the same time providing the grunt to meet both driver and trip time expectations,” says Fowler, noting that peak torque extends over a wide band, from 1500rpm all the way back to 1000rpm.

He points out that field trials of the X15D rated at 660hp in Australia have shown fuel economy improvements up to 8%. By the end of 2023, more than 10 trucks will be involved in the field trial and the aim is to accumulate more than five million test kilometres with the new engine.

The biennial Brisbane Truck Show will open Thursday May 18, running till Sunday May 21 at the Brisbane Convention & Exhibition Centre.

The show promises the biggest line-up of trucks, trailers, components, equipment and technology in the Southern Hemisphere. T&D

NEWS The Australian-developed Revora refrigerated electric truck will be showcased at the Brisbane Truck Show.

Aussie-built refrigerated EV A BRISBANE-BASED LEADER IN REFRIGERATED transport will debut Australia’s first fully integrated, electric refrigerated truck at the Brisbane truck Show in May. Revora, an offshoot of Brisbane-based refrigerated truck assembler Eurocold, will showcase its refrigerated electric truck at the May 18-21 show.

The start-up will leverage the refrigerated transport industry knowledge of founder and Managing Director, Avraam Solomon, along with the expertise in the low-to-zero emissions space brought by General Manager, Nathan Gore-Brown, who has an extensive automotive background with Aston Martin in the UK as well as launching Tesla’s initial flagship Brisbane outlet.

More recently, he has acted as a senior consultant to government and private sectors on transport decarbonisation with leading advisory agency, MOV3MENT. Solomon says Revora will draw on Australian technology and ingenuity, with key components (chassis, fridge, body etc) sourced from both Australia and internationally.

“Revora is a completely separate and new brand to Eurocold – aimed at future-proofing the sustainability of the refrigerated transport industry,” says Avraam Solomon. “Revora will be Australia’s first fully integrated, electric refrigerated truck fleet supplier.”

The programme, being headed up by Gore-Brown, will assess a fleets suitability for electrification before assisting customers into the crossover. The trucks and energy solutions will be all on a long-term lease with Revora.

Revora’s offering will also include the supply of energy/charging stations, staff training, and on-call support.

To optimise efficiency once going electric, Revora is devising a technologyled process that will assist fleet owners to ensure they are maximising opportunities through telematic data tracking on the vehicles and software to monitor energy systems.

With the majority of refrigerated transport deliveries being last-mile deliveries and in urban areas, Gore-Brown says electric trucks are perfect for this duty cycle.

“EVs are particularly well suited to urban and stop-start tasks,” he says.

“This is down to their ability to recapture energy through regenerative braking.

Typically, the refrigerated transport industry has a large portion of the fleet running last mile delivery and that’s where electric trucks excel,” he says.

“In addition to this, as we move towards government-mandated net zero emission targets, electric trucks will provide opportunities for our customers to gain new contracts due to businesses wanting to reduce their carbon footprint.” T&D

Booth’s Group is continuing to grow its nationwide logistics network.

FROM APRIL 1 WELLINGTON-BASED TRANSPORT AND warehousing providers, L.G. Anderson Transport Ltd and Anderson and Flowers Ltd, will start trading as part of Booth’s Logistics.

Over the past six years, L.G Anderson and Booth’s have built a strong working partnership, primarily with regards to the Wellington firm supporting Booth’s with last mile metro deliveries and container transport in and around Wellington.

The move strengthens the Booth’s network which late last year added South Island-based Summerland Express Freight to its operation.

“We believe this latest acquisition will strongly benefit all companies existing customer bases and significantly bolster our transport offering across the lower North Island, as well as add more capability into our warehousing business including key personnel, systems and processes,” says Dallas Vince, Booth’s Chief Executive Officer.

To ensure a smooth transition, all of the L.G Anderson and Anderson

and Flowers team will be offered new employment agreements and key members of the Anderson ownership team are continuing to work during the handover period. T&D L.G. Anderson Transport has been a family run company for more than 50 years.

Truck & Driver | 19

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NEWS Municipal waste collection is an ideal application for battery electric trucks because of zero emissions and lower noise levels.

Electrifying rubbish collection AN ALL-ELECTRIC MERCEDES-BENZ eECONIC IS NOW in operation in a test programme with German company Stadtreinigung Hamburg (SRH), Hamburg’s municipal cleaning company.

Municipal waste collection is an ideal early application for battery electric trucks due to lower noise emissions – especially in urban operation in the early hours of the morning – as well as the lack of exhaust emissions in cities.

The electric drivetrain also enables a level cab floor in the eEconic, making it easier to move through the cab – a particular advantage if the driver wants to get out on the side facing away from traffic.

Another highlight of the equipment is the panoramic windscreen and a low seat position. In addition, the coated and heated Thermocontrol windscreen prevents weather-dependent misting of the screen, thus increasing the view of the traffic area.

The screen also prevents the cab interior from heating up in sunlight.

Offering important safety benefits in urban traffic, the eEconic features the Sideguard Assist S1R and the 5th generation Active Brake Assist emergency braking assistant.

“Climate neutrality in 2035 is one of SRH’s most important projects.

While the conversion of our fleet to alternative drives for cars and mall vans is already well advanced, extensive testing under real operating conditions is required, especially for large commercial vehicles,” says SRH Managing Director Prof. Dr Rüdiger Siechau.

“Together with our partners, we have been working for many years to gain insights and achieve market maturity. By 2025 at the latest, all newly procured vehicles at SRH will have alternative drive systems. We are confident that a successful test of the eEconic will be a major step towards this important goal.” T&D

New GM for UD Trucks NZ

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A NEW APPOINTMENT WITHIN Sime Darby Commercial NZ has seen Colin Muir take over the role of General Manager for UD Trucks NZ. Muir has built a successful career in the heavy commercial sector over the past 24 years in both the UK and New Zealand and he takes over after the 20-year tenure of outgoing General Manager, John Gerbich.

Previously general manager for competing Japanese truck brand, Isuzu Trucks NZ, Colin most recently worked in the same role for heavy equipment supplier, AdvanceQuip.

“We are delighted to welcome Colin into the UD Trucks team. He brings a unique

depth of experience across all aspects of building a successful heavy commercial business,” says Michael Doeg, General Manager, Sime Darby Commercial Sales NZ. “I’m confident that Colin will build on the strong legacy left by outgoing General Manager, John Gerbich.

“John has championed the UD brand for three decades as National Sales Manager and then General Manager. We’d like to acknowledge his exceptional service.

“Colin will benefit from John’s support over the coming weeks to ensure a seamless handover of the business. T&D

Colin Muir Truck & Driver | 21

NEWS

Truckies’ love story

A TRUCKIE COUPLE WHO CREATED A NEW ZEALAND Truck & Driver first – turning a truck test feature into a love story – have married.

Truck drivers Catherine Wilson and Stu Mawson met last year on her first day working for Warkworth-based Transcon….when the boss asked Stu to “show her the ropes.”

He describes himself as a “crusty, hard-core single person” and a “sort of very press-on, get-the-job-done sort of guy.” So he “wasn’t thrilled when…..I had to babysit someone for the day.”

Previously married, Stu was “quite happy with driving my trucks, living with my cat and going to the Tahi Bar quite regularly. So that was me – that was my life.”

Catherine, who only took up fulltime driving at 61, had also already had “a few goes” at marriage and was enjoying the life of “a hermit, living in a bus.”

But in the course of that day together in Stu’s FUSO FS3146 Shogun 8x4 (which had been taken over by Catherine by the time NZ Truck & Driver did our November 2022 Giti Big Test on it), things changed. As Stu puts it: “I dunno – we just clicked.”

The pair discovered they both like stockcar racing, both were semi-loners, both had spent a lot of time in Hawke’s Bay and both loved music (even shared some favourites).

One thing, as the saying goes, led to another: Stu asked Catherine on a (laundromat/supermarket/beach) “date”…and romance bloomed.

Soon after, Stu proposed to Catherine – in exactly the same spot where she first climbed up into his truck…..in the Transcon yard!

Top: Stu tail-lifts Catherine and daughter/matron of honour Michelle onto the wedding truck.

Above: Fluoro to the fore as the bride, groom and guests pose for a picture.

Right: Catherine, Stu and marriage celebrants Danielle Smith and Colin Shilton make it official.

So, unsurprisingly, their wedding also took place right there – Catherine and Stu driving their own trucks to the Saturday ceremony….held on the back of the FUSO Enduro that Catherine started out in at Transcon.

Stu did the honours with the tail-lift to hoist Catherine up onto the wedding truck…while their guests watched on from trailers parked opposite.

Everything about the wedding was trucking-themed – the bride, groom, guests and the marriage celebrants wearing “something fluoro” (as per the invitation).

That was entirely appropriate, since Catherine and Stu were nicknamed The Fluoro Twins at their “local,” the Tahi Bar – because “no-one ever sees us all dressed-up.”

The happy couple added some snappy extras to their boots and hi-viz orange work shirts: An orange bowtie for Stu and “something remotely bridey” for Catherine – namely orange and black socks, plus a black and yellow skirt.

After the ceremony Stu drove them – in his Shogun tractor unit – to the wedding party at the Tahi Bar. The whole thing was, Catherine says, an appropriately “quirky and offbeat” affair – the best wedding either one of them has had!

The Transcon yard was the obvious venue – “because that’s where Stu asked me to marry him, that’s where we first met…and ummm, we were really keen to have a bit of fun.

“We didn’t want to get dressed up – to be someone we weren’t.”

So where was the honeymoon? Well, a couple of weeks after the wedding, Stu was put onto a run to Gisborne – and Catherine has joined him on a couple of trips: “And that’s as close as we’ve got to a honeymoon so far.” T&D

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The Isuzu begins the steep climb out of Riwaka on its way over the Takaka Saddle Hill.

CENIC BUT DEMANDING, STATE HIGHWAY 60 BETWEEN Richmond and Golden Bay is an ideal venue for a short, sharp test run.

A little semi-urban running, some easy highway stretches and that steep and narrow hill. The Takaka Hill Saddle twists and climbs to a 791-metre summit that will highlight any lack of horsepower, less than ideal gear ratios and reveal any shortcomings related to steering a modern 50-MAX unit in tight and slow terrain.

New Zealand Truck & Driver got to enjoy the very best of “Top of the South” summer sunshine in February with the Sollys crew and their new VC67 model Isuzu Giga EXY 530 equipped with 16-speed automated transmission.

The new 6x4 unit driven by Mike Stewart typically runs between Nelson and Christchurch, but we met Mike at Sollys’ Richmond depot where the Isuzu and a Roadmaster six-axle B-Train were being loaded for a general freight run across to Takaka.

The background to this Giti Tyres Big Test lies with the VC67 changes introduced mid-2022 for Isuzu’s Giga C (8x4) and Giga E (6x4) models.

There’s a substantially updated cabin layout with a new dash design with multi-function instrument display and switchgear and the addition of new advanced driver assist and safety features including Adaptive Cruise Control based on a Dual Optical Camera system and radar support. And the line-up has been expanded to boast 29 models across 420, 460 and 530 horsepower levels.

Isuzu has also made software updates to the 16-speed automated transmission and introduced an ISRI 6860 suspension seat as standard for the driver on flagship 530hp models equipped with the automated transmission.

An important change is a strengthened warranty option to accompany the new model. Isuzu’s standard 3-Year/250,000km warranty is extended to 5-year/500,000km coverage provided the truck is serviced at Isuzu dealers throughout that time.

While the new unit is being loaded, there was the opportunity to peek inside one of the earlier Sollys Isuzus. The interior differences are immediately apparent – no controls on the steering wheel, a considerably more cluttered arrangement of switches, and a much more basic seat design.

Along with 21 years serving in the New Zealand Army, Christchurch-based Mike Stewart has been driving trucks for a total of 30 years. His first experience in the industry was pre-army, driving a six-cylinder petrol-engined Austin and hauling a flat deck two-axle trailer.

“It would have been about a 10-tonner. That was for Rapid Dispatch Carriers who are now known as Charter Transport,” says Mike, who is 72.

“I still enjoy driving. I’ve tried giving it up a couple of times. I really enjoy the physicality of it, especially doing flat deck work, checking loads and tightening the strops.”

Mike’s a newcomer to the Sollys crew, joining the company three months before our test. His previous drive was a 2017 Volvo Globetrotter 8x4 and 5-axle trailer combination, but he’s had experience with many truck brands over the years.

Mike provides an immediate answer when I ask him what he likes best about the new Isuzu.

“The best thing they have done is sort out the comfort, especially the seating. It’s excellent – it gives you a bloody good ride,” Mike says.

Mike says his previous Isuzu experience was a few years back driving a spring suspension Hiab unit.

“Everything about the suspension on this one is a thousand times better than the old ones,” he says.

This EXY 530 AMT went to work in the Sollys fleet towards the end of 2022. It had clocked up just over 26,000km on the day we sampled its abilities. Mike took over the truck with about 10,000km on the odometer.

“It’s mostly Christchurch to Nelson, but I’ve also been to Truck & Driver | 27

Left: The Giga cab has an electronic tilt function.]

Right: The 530-horsepower is the top level of performance in the revised Giga range.

Far Right: A 400-litre fuel tank and 75-litre AdBlue tank are on the left hand side of the tractor unit.

Below: The 6-axle B-Train combination tackles one of the downhill hairpins on the Golden Bay side of State Highway 60.

Invercargill, Cromwell and Blenheim,” Mike says.

A quick look around the truck reveals a few Sollys modifications – the fitment of an Ali Arc front bumper and a pair of Great Whites LED driving lights which Mike describes as “awesome”.

While being painted into Sollys signature green and white colours the Isuzu badging has been replaced by a metallic sticker.

Otherwise, this is a standard EXY 530.

Late morning the B-Train has been loaded and we roll out of Richmond and through Motueka and Riwaka on Highway 60. It’s a very long time since my last visit to Golden Bay and my memory of the terrain extends to a childhood visit to the Ngarua Caves near the summit and a vague recollection of the steep descent towards Takaka.

Mike’s manifest itemises a diverse 29.2 tonne general freight load which includes a steel safe, ceramic tiles, pipes, new tyres, pallets of seed and some gas cylinders. For the return run the Isuzu will be loaded with milk powder from Fonterra’s Takaka dairy factory.

On the easy section of the highway leaving Richmond the Isuzu is a relaxed cruiser. Our speed drops back to 24kph in 10th gear on the steepest section of the long climb near the Upper Moutere turnoff but there’s little sign of the Isuzu working especially hard.

As the gradient eases we gain speed and are moving at 38kph in 12th gear and then 45kph in 13th, always working consistently with the tachometer pointed at about 1500rpm.

Mike says he leaves the transmission to shift automatically in the easy going but he prefers the control of the manual mode on the hills.

“On a hill I’ll press the button [on the top of the shifter] to put it into manual mode before it starts lagging below 1500rpm. Then it will hold the right gear. It’s more economic to do that rather than changing gear a lot of times.

“Once it levels out and you get above 1500rpm I just put in back in automatic mode.

“The transmission changes gear matter-of-factly and it’s smooth.

It will happily skip a gear on the upshifts when it can.”

But Mike admits he’d still prefer a manual Roadranger. Because “they keep you on your toes,” he says.

Mike says the 90kph indicated on the speedometer is about 88kph on the ERoad display and in top gear the Isuzu is using 1580rpm at 90kph.

“The GPS is the true reading,” says Mike.

Isuzu’s 15.7-litre 6WG1-TCS 24-valve six-cylinder engine develops 382kW (530hp) at 1800rpm with peak torque of 2256Nm available between 900-1300rpm. Euro V emissions compliance is achieved using only SCR exhaust treatment.

Mike scrolls through the trip computer and says the truck is averaging 52.3 litres per 100km, suggesting the fuel consumption number might be better with some different gear ratios.

“But it only had its first 20,000km service a while back so it’s not 28 | Truck & Driver

Truck & Driver | 29

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even run-in yet,” Mike says.

While my passenger side seat doesn’t have the multi-adjustable and suspended comfort of the newly introduced ISRI seat, I mention the Isuzu’s ride quality feels nicely settled.

Mike points out the Roadmaster six-axle B-Train has full air suspension, and we are experiencing the best of this units loaded ride characteristics.

“All the Sollys six-axle curtain siders are on airbags,” Mike says.

“I’ve also been towing four-axle and five-axle B-Trains on springs.

The only thing that puts it off is when you have a sprung trailer behind you. When they hit a bump, you feel it come forward and right through the cab.

“But when the truck is on airbags and the trailer is also on airbags you get a good ride. I love towing B-Trains because they follow wherever you go.”

Mike says the Isuzu is quiet with the most noticeable noise intrusion coming from the treads of the wide 385/55 R 22.5 Super Single front tyres on smooth surfaces.

The early part of the Highway 60 route takes us through busy Motueka lunch time traffic and I ask Mike about any visibility issues.

“It’s got good visibility and I can see quite easily between the pillar and the mirrors at an intersection,” Mike says.

“On a lot of European trucks, the mirrors are right up close to the pillar. These ones have a lot of space so it’s easy to see if anyone is coming at a tee intersection.

“It’s a nice high, all-around view. And it’s got electric mirrors, you just hit the button to adjust them.”

It’s a warm Nelson region day and the Isuzu’s comfort extends to its ventilation system.

“The aircon is one of its best features. It works well on hot days,”

Mike says.

The driver’s seat which Mike says is so comfortable is also heated and ventilated.

“But these seat covers stop a lot from coming through.”

Isuzu updated the dash architecture, surface materials and control layout for the VC67.

“It’s pretty well laid out. The only thing I feel could be better is the switches over there [low down on the centre of console].”

Mike is referring to the hazard light switch, diff lock control and manual override for the engine fan.

“It’s quite a long way to reach. Especially the hazards, they are a long way over there.

“I’ve only had to use the diff locks once, over at Matai Valley Rd on the other side of Nelson. I was delivering a load of water pumps there after the big floods to drain a golf course. There was bugger all shingle on the road – it was all mud.”

While the comfort and ergonomics are good. Mike says the cab space is tight. But having most recently driven a Volvo Globetrotter it’s little surprise that Mike is missing a roomier cab.

There are times when his work requires packing a few changes of clothes and other essentials for a few days on the road.

“I could pretty much live in the cab of the Globetrotter,” he says.

Apart from some small overhead lockers and a centre console bin, storage in the Isuzu is a mainly a case of putting the bed to use.

“Sollys would prefer we stay in a motel and get a good feed but that’s not always possible,” says Mike.

The narrow bed and thin mattress in the sleeper are no problem for an ex-Army man but Mike would definitely like more headroom.

That’s something Isuzu will be able to deliver with new Super High Roof EXY 530 and CYJ 530 variants.

Truck & Driver | 31

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Left: The Roadmaster B-Train rides on air suspension which matches the comfort of the tractor unit.

Right: Silver badging, Ali Arc bumper and LED driving lights are accessories fitted for Sollys.

Below: Cruising past the Moutere Inlet heading west towards the steeper terrain of Highway 60.

“The hill is a pain in the arse and really steep in places” I had forgotten the steep and sudden start to the Takaka Hill Saddle just a minute or so after departing from Riwaka. It’s made a little more challenging by a stop-go road works control just as our climb begins, but the traffic light turns green just before we come to a standstill.

Mike says it’s his third trip across to Golden Bay in this truck and the first towing this trailer. He says a good trip to Takaka is about two hours, but it depends on the road works activity and traffic.

What lies ahead is described by Mike as one of the toughest roads in New Zealand.

“The hill is a pain in the arse and really steep in places,” he says.

“I reckon it’s like the Raurimu’s. It will tax any truck regardless of the horsepower.”

Judging from some of Mike’s initial comments about the horsepower level I had the impression the Isuzu might struggle over the Saddle climb. I’m pleasantly surprised and the combination of

Truck & Driver | 33

530hp and an automatic that lets Mike find and hold the right gear allows it to maintain a steady momentum on the twisting climb.

Throughout the climb Mike shifts manually and the engine is consistently working in a band between 1500-1600rpm.

Picking up a little pace from the road works we’re using seventh at just under 20kph and about 1800rpm on the initial climb. As the gradient eases Mike nudges the transmission into eighth.

“Most of the hill is seventh gear at about 15-20kph. Most of it is too slow to use eighth,” Mike says.

“The performance is pretty good for a 530 and I reckon it would give a CF DAF a good run for its money.

“The temperature gauge doesn’t go over centre because the electric fan comes on whenever it needs a bit of cooling.

“I think if they could get the gearing sorted a bit better the fuel economy could be improved. I had an [Freightliner] Argosy with 600hp and I was getting 42 litres per 100km. But it was an 18-speed, and you lose a little bit with automatics.”

The climb is slow and careful but at a consistent pace which is quicker than anything that would be described as a crawl. After all, with most of the hard work happening in seventh gear the Isuzu is only just into the lower half of its gear choice.

Mike is courteous to the following traffic and uses the slow vehicle bays to let the traffic past. He gets frustrated by drivers who follow closely and then leave their overtaking run to the last minute before cutting in front as the lanes merge again.

“I reckon it handles the climb pretty good, and we let everyone past where we can,” Mike says.

There are a few moments to catch the last glimpses of Tasman Bay near the summit before starting the descent on the Golden Bay side of the saddle. Mike has the three-stage retarder (it’s on the left hand steering column stalk) engaged for the downhill run.

“I’m using the third stage and I only need to use the service brake if it’s getting near 30kph. It just needs a quick brake to bring it back a little bit.”

34 | Truck & Driver

“The retarder is bloody good. It will be interesting to see as the clutch wears if it remains as good.”

Most of the downhill run is in ninth gear at about 25kph using stage three of the retarder and about 1800rpm.

“If it hovers too close to 2000rpm there’s a red light that comes up on the dash that says to reduce engine revs. It’s not like the Mercs that can go to 2200pm without a hiccup.”

After the hairpins the slope eases and our momentum builds a little. We are holding 42kph in 12th gear and then 48kph in 13th approaching level terrain and back to top gear and 90kph for the run into Takaka township.

With the hill behind us I ask Mike to sum up how he thinks the 530hp Isuzu handles the work.

“It handles it really well. For 530hp, it goes bloody well and we’re about 49 tonnes loaded. It’s comfortable and it doesn’t hold the traffic up too much. It’s not like it’s a 400, then you’d have something to moan about.”

Mike says there are other trucks with more power that might have a small performance edge on the Isuzu.

“I think the price tag tells a lot. For what it is and what it costs, it’s bloody comfortable and it does exactly what you want it to do.”

Arriving at Sollys’ Takaka depot there’s a chance to catch up with Ed Solly and find out how the new Isuzu fits into the business, joining a fleet in which Isuzu, UD, Mercedes-Benz and Scania models provide the mainstay.

“This one generally runs between Nelson and Christchurch.

Sometimes it will come here [Takaka] with a direct load out of Christchurch over the Lewis,” Ed says.

The decision to add the new EXY 530 to the fleet was as much about local relationships and service support than any brand preference.

“Dave [Clark] at Wadsco Trucks has always wanted us to try another automatic. As you are aware, the history of the Isuzu automatics is not that brilliant,” Ed says.

“We had a lot of automatics when the 530s first came out with

Far left: Driver Mike Stewart likes the comfort of the VC67 model Isuzu Giga.

Above: With the hill work behind it, the Sollys’ Isuzu heads toward Takaka.

Right: A new cab layout features a wraparound dash, new switchgear and instruments plus an ISRI seat.

Truck & Driver | 35

The new Isuzu runs on a number of South Island routes with its main workplace being between Nelson and Christchurc

them – I think we bought nine of them. We had the transmission and overheating problems that came long, and one thing I will say, Isuzu were bloody good at standing behind it. And Wadsco made sure it was all looked after.”

Sollys then reverted to choosing 18-speed manual Isuzus before bringing the first VC67 unit into the fleet last year.

“This is the first re-incarnated auto we’ve had a go with. Dave was pushing for us to try an auto again, saying `they’re way better’.”

“We needed it to fill a gap because some bright spark at Rolleston with a 30-tonne loader backed over the last tractor unit and we thought `what could we get?’

“For this application it’s okay for us to have one. You’ve got to remember the Japanese always take their technology from what Europe is doing so they are never going to be above them. But with eighty to a hundred thousand dollars difference, it means you can talk about it.

“It will fit the same profile as the 530 Merc autos – if it behaves. And if it doesn’t you buy a Roadranger gearbox again, don’t you?

“We’ll do a million kilometres in it right or wrong and I guess the confidence we’ve got is that, if there are issues, Isuzu will do what they did with the last ones and look after it.”

Ed has a clear matter-of-fact approach about the selection of trucks for the Solly’s fleet.

“The way I look at it, the only things we are going to do with their product, or any product, is break it or wear it out. That’s all we can do with it. That’s how it works.

“Based on the history of what we’ve broken and worn out with Isuzu, they’ve been really good. The history of Isuzus, since the days when they were Bedfords, is they’ve always been reliable.

“After that it comes down to the people. You do business with people you know and it’s about long term relationships. We’ve known Dave at Wadsco for way too many years.

“Wadsco is actually quite small in the scheme of things, but they 36 | Truck & Driver

know what they’re about. And the Isuzu network is bloody good, so it doesn’t matter where the trucks go. We get quite a bit of servicing done at Blackwell’s because they run a 24/7 service.”

Ed says it’s inevitable that as automatics evolve and many experienced drivers retire, traditional manual transmissions will play a lesser role in the industry.

“I think you have to go with automatics for a couple of reasons,” Ed says.

“Getting people who can change a Roadranger is getting harder.

We still train all our young fellas on them because they should know how to drive them.

“Even if it’s not for long they should know the basics because we’ve got a lot of 380 and 440 Nissans and Isuzus, and you will get used to a manual at some stage in your career here.

“But the automatic is good because it takes away the shock loading and the bad choices of gear changes and all that. It takes risk out of it as an owner.

Value-for-money rates highly among the attributes of the Isuzu.

“They are reliable, they are cost effective, and they are comfortable,” says Ed. “I’d say the comfort is way ahead of the old ones.

“When you first hop in it you think `it looks a bit basic’ and then you notice it’s got pretty much everything. It’s not bad to operate and to sit in.

“No disrespect to other brands, but for dollar value and functionality, they’ve got the whole bloody lot.”

“The Japanese trucks always do the job, but they don’t have all the bells and whistles. I reckon if it had a flat floor, a fridge and a bunk you wouldn’t need any other truck.

“That’s the only reason we’ve gone to Scanias and some of those other types of trucks is because the guys live in them. With Covid and all of that drama it’s become much harder to sort accommodation.” T&D

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I

T HAS BEEN A LONG TIME COMING. The Isuzu Giga updated with a new cab design is something I have been waiting for.

And with the other Japanese brands launching new cabs and drivelines over the last few years, it’s about time we saw a new version of Isuzu’s flagship heavy-duty model.

It’s not a full new drive train but Isuzu has updated the software in the 16-speed automated transmission which we are here to test on arguably one of the most challenging roads in New Zealand. But the biggest benefit on this new Giga is the new cab that has jumped forward a full decade to keep pace with its rivals.

We meet up with Sollys’ new Isuzu Giga EXY 530 at their yard in Richmond on a nice sunny day in February. The NZ Truck & Driver team is excited to experience some nice dry warm weather after experiencing our wet summer

38 | Truck & Driver

up north.

Our trip today will be to take the new Giga and its 6-axle Roadmaster B-train over the Takaka Saddle Hill to the Sollys yard on the other side.

With trailers loaded with 29.2 tonnes of general freight it’s time for regular driver Mike Stewart to head off towards Golden Bay over the 791m Takaka hill and its narrow, twisty corners and changeable surfaces.

This is a perfect opportunity to test the gearbox updates on the climb and the engine braking on the other side. I have to thank Ed Solly and the team for taking the truck off its more regular run to give us this test.

My first impressions of the new interior is that there has been a huge leap forward for the brand. The semi-wraparound dash design giving a more modern look and feel to the cab right away, Isuzu have also made use

Hayden Woolston of fresher, more modern looking materials and there are more functions on the steering wheel. An ISRI seat now comes standard (on AMT 530hp models) and brings a new level of comfort to the ride.

My last test of the previous Giga model had most of the more common driver functions like cruise control, hands free phone functions but to me it seemed it had all been just added on, and not put in the right places.

With this new layout, functions like

• SPECIFICATIONS • the cruise control have been taken from the lower right dash below the steering wheel and positioned conveniently on the steering wheel.

Other updates to the cabin are the multifunction instrument display, modernised switch gear and the addition of new advanced driver assist and safety features which include adaptive cruise control based on dual optical camera system and radar support.

The run over the Takaka hill confirms what the new Giga, its 530hp engine producing 2256Nm of torque and the updated 16-speed automated transmission can do in challenging terrain.

Using the transmission in manual mode provides the best control and response and the Giga handles the mostly seventh gear climb working strongly at about 1500rpm. The hill is a challenge but it’s all in a day’s work for the new Giga which gets to the top with no issues.

The steep downhill run is handled with the same level of control, the Giga holding speed on the three-stage engine brake (operated from the left hand stalk) and only needing minor interventions with the service brake for the slowest corners.

With the hill in the rear vision mirrors there

is more opportunity to focus on the driver comforts in this truck. I rate it as both quiet and comfortable with a driving position that offers plenty of support for me coupled with good mirrors that give good vision to the rear.

The biggest issue I find on the flats at a little more speed is that the truck seems to want to pull to the left quite a lot. Maybe it needs a wheel alignment? I find myself having to keep making small steering adjustments to keep it to the right.

When we have reached our destination, we hand the truck back to Mike and have a quick catch up with Ed Solly.

During this catch up he brings up the past auto transmission issues the brand has faced but stuck by their customers and worked through it all giving them the current offering.

And if you are really not an automatic fan you can still get a Roadranger in this model, which some of the other Japanese brands don’t offer.

Sollys’ selection of the new Isuzu Giga for some challenging South Island work is directly related to the backing which Isuzu has provided for its previous models and Sollys long-time relationship with Dave Clark from Wadsco Trucks. T&D

Isuzu Giga EXY 530 6x4 AMT Engine: Isuzu 6WG1 – TCS six cylinder in-line, Euro V Capacity: 15.7 litres Maximum Power: 382kW (520hp) at 1800rpm Maximum Torque: 2256Nm (1664 lb-ft) at 900-1300rpm Fuel capacity: Diesel 400 litres, AdBlue 75 litres Transmission: Isuzu MJX16 16-speed automated manual Ratios: 1st – 14.01 2nd – 11.34 3rd – 9.93 4th – 8.03 5th – 6.84 6th – 5.53 7th – 4.58 8th – 3.71 9th – 3.05 10th – 2.47 11th – 2.16 12th – 1.75 13th – 1.49 14th – 1.20 15th – 1.00 16 – 0.81 Reverse – R1 12.58:1, R2 10.18:1 Final Drive ratio: 3.90:1 Front axle: Reverse I-beam, 7500kg Rear axles: Hypoid tandem drive with inter-axle lock (21,000kg max) Brakes: Drum with ABS/EBS and Advanced Emergency Braking Auxiliary brakes: Air operated exhaust brake and magnetic driveshaft retarder Front suspension: Tapered parabolic leaf spring with stabiliser bar Rear suspension: Isuzu eight-bag air suspension with stabiliser bar GVM: 24,000kg GCM: 55,000kg

Truck & Driver | 39

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More frequent extreme weather is having a major impact on roading resilience.

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by Nick Leggett Chief Executive Ia Ara Aotearoa Transporting New Zealand

N NORMAL CIRCUMSTANCES I WOULD never give up a chunk of my column to quote verbatim the words of a politician. However, new Prime Minister Hipkins’ opening Statement to Parliament in the wake of Cyclone Gabrielle is potentially so consequential for the road transport industry and the future of roading in New Zealand, that I have chosen to make an exception. Hipkins told Parliament: We know that how we recover has to be done a little bit differently this time. We’ve got to build back better, we’ve got to build back safer, and we’ve got to build back smarter. New Zealand is now without question experiencing the effects of climate change, and we are well past the point where we should question the impact of human beings on climate change. Extreme weather events are becoming more common and they are of greater intensity. In the year 2021-22, there was a ninefold increase in the amount of money required to help farmers and growers affected by floods, storms, and drought.

We also see the effect on our roads. The number of events requiring emergency works has more than doubled, from an average of 67 events per year between 2018 and 2021, to 140 events per year.

Even before these recent events, we knew that Waka Kotahi was going to need more money just to deal with the emergency response that the extreme weather is causing. Business-as-usual won’t work any more. We have to accept that billions of dollars of additional

investment is going to be required, not just to fix up what has been damaged but to build more resilience so that we can better cope with these types of events in the future. We cannot fund new roads, though, by cutting the funding for road maintenance.

We have to accept that building a more resilient roading network and reducing our carbon emissions are not incompatible goals.

Most parts of our society are now also having to grapple with these difficult choices as well. There are challenges in front of businesses, utility companies, and other sectors. They are going to need to innovate, as we will need to innovate, and do things differently.

I have publicised this statement not only to provide valuable information and encouragement to the industry, but also in order that we can collectively hold the Prime Minister and his Government to account as future transport decisions are made.

This is a critical role for Transporting New Zealand and you can be sure that not only will we hold the blowtorch to Hipkins and the Labour Party, but in the leadup to the election we will do so for other parties as well.

The Prime Minister’s words are extremely encouraging and vindication that after so many years of pleading with Government to properly fund both the maintenance of existing roads and investment in new roads, that the message has finally gotten through. It is just a shame that it has taken a change of Prime Minister and the recent terrible weather events to force Truck & Driver | 41

Driving the economy

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The Prime Minister has signalled an increase in roading investment.

this change of thinking.

The Government’s proposed change of direction also fits well with Transporting New Zealand’s recently released Green Compact, which includes a specific recommendation to design infrastructure to lessen emissions. This, we hope, will help stimulate a more pragmatic public debate around the balance between climate mitigation (reducing emissions) and adaptation (resilience), because up until now this has been pretty much one-sided.

Our advice is that well-maintained, modern roads are not only more resilient to a changing climate and provide vital links to communities, but also help reduce emissions by helping vehicles operate more efficiently.

This happens in a number of ways.

International studies show pavement maintenance and reduced rolling resistance alone can decrease a driver’s fuel consumption by up to five percent. Reducing stop-start situations and allowing heavy traffic to flow freely can also result in big gains when it comes to efficient fuel usage and emissions reductions. Obstructive road engineering such as unnecessary traffic lights, round-a-bouts and pedestrian crossings have a big impact on fuel economy and emissions.

Fewer but larger and heavier freight vehicles (including ZEV’s and

eco-trucks) are also likely to become commonplace overseas as countries emphasise efficient and climate-friendly transport. These vehicles, however, require high quality well-engineered modern infrastructure to handle their extra weight and it is obvious that a lot of work is needed to improve our roading network before they can be a viable option in New Zealand.

Roads are and will continue to be the vital arteries that connect our communities and as we deal with the impacts of climate change and extreme weather it is imperative that we seek to design, build and maintain infrastructure that provides the greatest resilience. If we do that, we will also see gains when it comes to emissions reductions. As the Prime Minister stated, building a more resilient roading network and reducing our carbon emissions are not incompatible goals.

Finally, I want to express my admiration and gratitude to all those in the industry who have gone the extra mile to get freight into flood and cyclone-affected communities. It is always so impressive how quickly our industry can react to these events and how responsive operators are in a crisis. While other transport and communication sectors are knocked out for extended periods, our industry is on the road taking food and supplies to where they are needed and keeping the economy moving. 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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Above and opposite page: Fruehauf trailers and Schmitz Cargobull fridge units are used by nearly all the units.

OME FLEETS ARE BORN OUT OF BUSINESS ambition. More often, a sheer love of trucks is the primary impetus, but in the case of Timaruheadquartered Coolpak Coolstores it was frustration at not being able to offer customers the level of service he thought they needed that prompted owner Sid McAuley to invest in in-house transport.

And though the company’s now 18-strong fleet is small by most fleet standards and represents a minor part of overall investment, it plays a crucial part in offering customers an extra layer of flexibility.

Adding a transport component to the coolstore business wasn’t too much of a challenge to Sid, because he had previously owned Hilton Haulage, before selling that company to his brother Peter and a consortium of company owner-drivers in 1994.

Coolpak had been bought in the late 1980s and had been run alongside Hiltons until the sale. During the subsequent decade, Coolpak was also a joint-venture partner in a parallel operation, Hilton Coolstores, eventually buying out its partners in that company in the early 2000s and merging Hilton Coolstores into the main operation.

The company remained Canterbury-based, servicing the region’s horticultural, meat and fishing interests, until around 2016, when the decision was made to set up a brand-new facility in Rolleston, to the south of Christchurch. While Timaru’s activities have remained at substantially the same level as before, with staff numbers of 20 to 30, the growth at Rolleston has been spectacular. That facility now employs around 90.

Clients for the operation are substantially the same as Timaru, covering the meat, dairy and horticulture sectors.

Refrigerated container export through Ports of Lyttelton is a key activity, while several of the fleet are dedicated to carting butter from Westland Milk Products in Hokitika to Rolleston on

a double-shifted daily schedule.

While Sid McAuley is still managing director, day-to-day running of the company is now looked after by sons Nathan in Timaru and Ivan at Rolleston.

Apart from half a year on a short OE when he was 20, Nathan has spent his whole career with the company, joining from school 22 years ago. His enthusiasm for the work is evident as he details his progress: “I started basically sweeping floors and since then have worked in every aspect of the business, driving trucks, on forklifts, in the store, the lot.

“At the time I started we already had our own trucks, doing local runs -- moving product from customers’ processing plants in Timaru to our store, or from the wharf to the store. Fish, blackcurrants, French fries, we handled the lot, and that’s pretty much what we still do.

“For eight months of the year we also service a local carrot juice factory, carting up to 18 pallets of juice every four hours because they don’t have their own coolstore. The flow of product through Timaru is a bit more sporadic than Rolleston.

We tend to handle more of the raw product, so there is a strong seasonal aspect to its throughput.

“Coolpak certainly didn’t start to be a trucking business, but over the years the benefit of having our own trucks became evident. Our clients’ needs are often unplanned and need instant attention that other carriers can’t offer, so we decided to do it ourselves. Not completely, however. Hilton Haulage still does the majority of the container work in Timaru.”

Timaru still has three trucks, but instead of being run independently they are now integrated into the main fleet and coordinated from Rolleston, servicing their local clients but going further afield when required.

As Nathan puts it: “Time was when the trucks were an overhead that could make money, now they’re a business centre that must make money. It’s all about using our other assets as well as we can, and the only way to do that is to have the timing Truck & Driver | 47

8:49 AM

right -- and the only way to have the timing right is to be in charge of it. We are in a service industry, we solve problems for others, and at the end of the day our problems are our own.”

There’s a tone almost of bemusement in Ivan McAuley’s voice when he recounts the explosive growth of the Rolleston operation: “I started here with a brand-new operation, and it has taken us five years to grow to the point where we can bring in more professionals and I can step back a bit.

“We pride ourselves on being able to offer not only the storage, but the transport support as well. But we have also grown to the point where, even if we didn’t have the trucks and were using outside contractors, we would still need people to coordinate the transport operation. The main push to us using our own trucks was that we were aware that if anything went wrong at this end, we would be the ones to carry the risk.

Better, then, that we could have full control.

“We bought our first new trucks for here in 2016, two DAFs, one hooked to a skellie container unit and the other to a refrigerated curtainsider. They were on top of the existing fleet of three trucks we had inherited from Timaru. One of them kept breaking down all the time, so it was soon kicked into touch... though I understand it is still going strong with Rolleston Transport.”

48 | Truck & Driver

The Coolpak fleet is made up primarily of 8x4 DAF CFs, running to a standard 44t weight limit. Ivan explains why the company has seen no need to go the HPMV route: “Our export containers are capped at 30t, which brings the Euro 5 units we use neatly up to the limit. The products we ship – meat, butter etc – are quite dense, so we could easily go over on weight, but the 30t boxes hit a sweet spot for most of our overseas markets.

On top of that, limiting the weight to 44t for the run across Arthur’s Pass means the trucks aren’t working too hard.

“H permits aren’t any trouble to get these days, but they still carry a raft of extra implications, and don’t add any real advantage to the customers on a refrigerated unit on 50MAX routes like Arthur’s Pass. If you don’t need to pay the extra in fees and RUCs, why would you? On the very rare occasions that we have a heavier load it’s simple to hand the work over to a contractor who has H-rated vehicles set up.

“The thing that doesn’t show through for the first three years is that the real bite lies in the extra R&M, fuel use and tyre wear associated with HPMVs. You are putting more stress on all components, so their wear rate will inevitably be higher.”

The trailers in the Coolpak fleet are overwhelmingly Fruehauf, he explains: “We have three from other brands in the fleet, but two of them are historical and the other we bought because at

Right, top: Another load arrives at store. Reefer trailers are predominantly curtainsiders, but some hardsiders are used as well.

Right, middle: Outside plug-in area at Rolleston has capacity for over 100 containers, and is regularly near capacity. It offers great flexibility in catering to variations in shipping schedules.

Right, bottom: Storage facilities at Rolleston has recently been expanded.

Some units in the complex offer near-automatic retrieval of products, maximising energy efficiency and accurate temperature control.

Truck & Driver | 49

Rolleston manager Ivan McAuley (right) and fleet manager Jason Aitcheson work closely with a three-person dispatch team to ensure the shifting demands on the transport arm are responded to quickly.

the time it was very price-competitive, but Fruehauf consistently delivers the package that suits us perfectly.

“Fruehauf imports the Schmitz Cargobull fridge units out of Germany. These are not only high quality, but offer a great monitoring portal, so you can actively track temperatures and all other relevant factors. If we have a problem with a load, we can quickly and easily access all the information relating to it on every part of the journey.

“We find that fitting top gear in the first place works well.

We are paying for systems that the customers don’t want... until they want it. One day they will ask, ‘What about this?’

And we can say, ‘It’s already here’, so quality eventually shines through.

“If we know we’re doing everything we can to perform a job properly, eventually it works to everyone’s benefit. I feel the key to success is having really good people on board, because that gives you the confidence to keep pushing forward.”

Unlike elder brother Nathan, Ivan has spent some time away from the company, including a year or so driving loaders in Western Australia and a similar period driving with Northern Southland Transport. He also spent two stints at Hilton Haulage, working from yard boy to divisional manager, but the balance of his working life has been with Coolpak.

Keeping all the balls in the air in an environment that’s dependant on the vagaries of both seasonal produce and international shipping calls for a transport operation that’s very quick on its feet. At Rolleston the job falls to a threestrong dispatch and planning team, overseen and supported by 50 | Truck & Driver

fleet manager Jason (Ox) Aitcheson. Though all can cover for a member who’s away sick or on leave, each in the group has a defined area of operations.

For Cole Sisikefu, that involves dispatching freight trucks, organising transfers between the Rolleston and Timaru stores, scheduling the runs with butter from Westland Milk Products, and mapping out the local delivery runs.

He says he doesn’t believe in micro-managing: “There’s no point telling the drivers how to do their jobs in detail, so a lot of what I do is assigning the tasks and leaving the individuals to work out how best to do it. Because I come from a driving background, I tend to be more hands off.”

Cole left school at 14 and has been in transport ever since, including a couple of years in Australia where he was involved in road train and B-double driving. He enjoyed what I learnt there, and although the conditions are in many ways quite different from New Zealand, has been surprised how much of what he learnt in Oz he has been able to apply here. Returning to New Zealand around eight years ago, he worked for a Mainfreight owner/driver on an intercity freight run, before swapping to a flat deck with Hilton Haulage, and then to Coolpak.

He sees the dispatching as a lifestyle choice: “I have young kids at home and I have been down the path of not seeing them grow up when I first started driving, so I made the decision to swap to the dispatching. Sometimes I miss the driving – when you’re younger there’s nothing like putting in huge hours cruising down the highway, but when you get older you can see that other things are as important.

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Both pages: Trailers are H-rated, but for length only. Keeping the weight to a standard GCM ensures that the units can handle the regular runs across Arthur’s Pass servicing Westland Milk Products without excessive wear.

“Of course, if I wanted to go back to driving it would be no trouble...though by the time I did, everything would be possibly electric and fully autonomous. Even now, I mourn the fact that there are fewer and fewer Roadranger transmissions.

“Time was when job ads for drivers would often state ‘Must have experience with Roadrangers’, whereas now they’re on the way to being a museum piece. That’s a shame in a way, because there’s a sense of accomplishment in handling a manual well, the added challenge being that not every Roadranger is the same.”

Nick Trotter’s area of responsibility lies primarily with the container loads going from the store to Ports of Lyttelton. The containers out of Rolleston are generally filled with meat, or produce from Heinz Wattie’s, McCains and other horticultural companies. Around four tractor units are dedicated to this work, carrying a mixture of 40ft and 20ft containers. About 80% of the trips are direct to Lyttelton, with the balance being carted to the nearby Midland land port for trans-shipment by rail.

Both Jason and Nick agree that the Port’s latest booking system has improved wait times at Lyttelton somewhat...but it’s still far from perfect. Nick gives an example: “Recently, on a Friday, we had bookings for two trucks for 1pm, and 2pm, and

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The vagaries of both seasonal produce and international shipping call for a transport operation that’s very quick on its feet.

54 | Truck & Driver 54 | Truck & Driver

4pm and 5pm for the same pair, so that if they were unloaded on time they could return here and be back for their second time slot. But as it turned out things were moving so slowly that our 2pm unit was still in the queue, waiting, at 3:30. I pretty much lost two full runs, and that was with the improved booking system.”

Nick started out on a forklift with Hilton Haulage in the company’s Christchurch warehouse but when a position came up with Coolpak in the office he thought he would give it a go... “and here I am still, 11 years later.”

He acknowledges that while a driving background can help with a dispatcher, it isn’t always so: “I’ve seen a lot of people come off the road into this job and find very quickly that it isn’t for them.”

Where Cole Sisikefu and Nick Trotter are concerned with truck movements, Mark Robinson’s focus is more on the export containers and their contents. As he explains: “I get all the customer orders and schedule the loadings as to what we can basically achieve in a day, check with the flow of empty containers back here and confirm the pool of them that we have

Truck & Driver | 55

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Opposite page: A high proportion of the products handled by Coolpak is shipped in containers through Timaru and Lyttelton ports.

This page: Nathan McAuley manages the Timaru operation, which caters to a wide range of regional horticulture and commercial fishing clients.

at Port.”

At any one time there can be there can be upwards of 120 containers in the system with around 30 to 40 being worked on in a particular day. In the past 12 months, he says, the proportion of 40ft boxes to 20ft has grown, and now sits in excess of 70% of the mix.

As Ox Aitcheson points out, having a planner like Mark on site is a key difference between Coolpak and a conventional coolstore: “He works to a schedule of what the customer is going to produce, and then organises the containers to suit. On top of that, at Rolleston we have more than 100 plug-in sites for containers that, for one reason or another cannot be shipped immediately to port. The uncertain nature of international shipping is such that quite regularly this facility is filled.

“Often, when the weather curtails operations at Lyttelton or a ship is running several days late, and we have the boxes loaded and ready to go, then we can hold them on power at the correct temperature, and with constant monitoring. The alternative is to de-van and put the product back into the store, which is hugely wasteful in terms of time and effort. I way I explain it is that we are the only vertically integrated company in this line of work, the only one who covers the trucking as

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Coolpak is far from the biggest such operation in the country, but believes its in-house transport division adds to the quality control of its stores by promoting a more efficient flow of product.

well as the storage.

“What kicked this scheme off was that we got a request from a client to put a generator on our site for the boxes that we were loading for them. We had room on site to do so, where they didn’t at their facility. So, they started putting their stuff in, then we added some of our own boxes, and soon we installed another generator for another pod...and it grew from there. We had always planned to get plug-ins round the back, anyway, but not to the extent that it has grown. The expansion is way beyond what we originally anticipated, but it has proved itself many times over.

“It works brilliantly for everybody, because our clients – be they a produce or a meat company – don’t have to tailor their output to what is likely to be shipped in the near future, while from our perspective, if we get early access to empty boxes, we can fill them with product even before a shipping date is scheduled.”

Ox’s career Started with Hilton Haulage, then he spent some time contracted as an owner-driver to Halls before shifting to Coolpak as a driver five or six years ago, then progressing to transport manager.

Ivan comments that the three dispatchers with their separate areas were not quite enough to cover for one being away, on leave for example: “When that happened, I often had to step in.

Now, with Jason in the mix, he can cover each of the areas.”

He adds the company has few problems with driver recruitment or retention: “I think we pay them a fair wage for what we ask them to do. We’ve got good guys who look after the gear, and we can afford to pay them because you’re not having 58 | Truck & Driver

to fix the trucks every five minutes. Our whole philosophy is around good gear, good drivers and good presentation. We have a full wash facility here and provide the polish and whatnot that the drivers need. The trucks are a driving billboard for us, so if they look sharp that’s great. The drivers are the ones the clients see more regularly than me or our development manager Mark Exton.

“The trucks on the daily run to and from Westland Milk Products are double shifted, the day shift starting at 2am and the last of the afternoon run back at Rolleston by 10pm.

That schedule offers the drivers consistent hours and the opportunity to maintain a good lifestyle balance.”

Curtainsider bodies are used for the most part on the Westland run, though occasionally hardsider units are used as well. Apart from a couple of ThermoKings on the older trailers, the fridge units are overwhelmingly Schmitz Cargobull.

Skeleton trailers are used for the run to Lyttelton with export containers.

The Coolpak fleet’s simple but striking colour scheme is the work of Clarkson Signs in Addington, who look after not only the vehicles but the signage on the Rolleston site buildings as well.

And Ivan pays tribute to support from TR Group: “They have been very good to us during the past few years while we have been growing, being able quickly to provide units in fleet colours, when we have gained a new contract and haven’t had the time or capital to set up the trucks ourselves, or we have ordered units but have been affected by long lead times on delivery. Currently, we are running five tractor units and three curtainsider trailers and a reefer from TR.” T&D

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LEGENDS

A good keen man K

NOWN TO MOST AS ‘SCOTTY’, ANDREW HABERFIELD HAS not only been putting some of the finest gear in the hands of operators in his area for the past two decades, but he’s also driven and repaired them too. And that (plus many other reasons) is why he’s this month’s Southpac Legend.

Although obviously very well known around the trucking-industry traps nowadays for his extensive knowledge and hands-on experience, if it wasn’t for Scotty’s parents sticking to their guns, his life could have taken a whole different direction.

“The deal was, I wanted to drive trucks, but my parents said no way, they wanted me to get a trade behind me,” Scotty recalls. “And it was the best thing they ever said to me to be honest.”

His parents’ evidently sound advice soon had the young Haberfield knocking on Ron Carpenter’s door at Motor Truck Distributors where he started an apprenticeship as a diesel mechanic in Palmerston North for one year and then completed the next three years in Mt Maunganui. While in Palmerston North he worked in the workshop during the day and then four nights a week in the assembly plant.

“Fortunately, I was at Motor Truck when the first Super-Liners and Cruise-Liners came along, and to this day Ron Carpenter and I still have a massive mutual respect for each other.”

60 | Truck & Driver

- Scotty Haberfield It was ‘87 when he finished his apprenticeship at MTD and from there the 20-year-old qualified mechanic went to work at TD Haulage’s private workshop at the Mount. He says “that was when they had the 13W models. Peter Mozydloski was my boss at TD’s, and he was someone I learnt a lot from.

“The facility in Newton Street was new when I went there. I was there for a couple of years. I was driving trucks and spent time working in the workshop. And that’s where I got the name ‘Scotty’.”

As outlined earlier, Scotty’s real name is Andrew Haberfield, however, it was on one ‘normal’ Saturday when he was introduced to his new moniker. He recalls that he was working in the workshop on a Saturday as usual, but says that if there was no work, he’d go for a ride in the W models.

“The coolest thing about that was the guys would teach me ‘old school’ driving. The way driving should be. They were the iconic guys at TD – Daryl, Coley, ‘Fishmonger’ (Chris Raymond) and Trevor Harcourt. We were going to Huntly with a load of coal in the trucks. I was with Trevor, and Daryl, who was really witty, said across the CB ‘holy hell, there’s old Barry and Scotty from the Toyota ad’ and ever since then it stuck like a magnet,” Scotty laughs.

Upon leaving TD’s Scotty went to work for Sherson Construction in Hamilton, driving an F1800 International. He was working on the air

force base at Ohakea, helping to rip up all the concrete.

“I was at Shersons for another couple of years and then drove for Laurie Urlich who had the Harvey farms contract for chicken feed. I was driving an ERF back then.”

Scotty then decided to move back to the Mount where he took up various positions within the industry. He drove with Halls back when their livery was brown and yellow.

“My shift partner Phil Rose and I got the first C12 powered truck in New Zealand, which was a Freightliner. It was double shifted, and we did 323,000km on an average every year in it,” Scotty says proudly.

“He was an unreal shift partner.”

He also went to work for hall of famer Mike and Judy Lambert at Lamberts where he recalls that he got the first T650 logger they bought. Scotty says that Mike and Judy were great employers and taught him good old-fashioned morals which he still holds today.

“We spent periods of time down in Gisborne, me and Dave Sharples doing heli logging for Pacific Haulage, that was very cool working with good buggers”.

When Scotty eventually left Lamberts, he went to work for Reliable Haulage, driving a Kenworth T900 and a T650. He says that Ian and Carol Hobbs were really iconic to work for and that their gear was mint. Following that Scotty worked for Kevin Williams at KW Road Haul, where he drove a Merc.

“With him [Kevin] selling the business I got a job at Jackson Road Haul, and I drove Jack 6 which was a T650 and then on to Jack 7, a K100E called “Out of the Blue’ which was a flat-roof sleeper 6-wheeler Kenworth.”

Scotty returned to TDs after that to work in their workshop and says that John sent him down to Nelson to drive on set runs five days a week, ‘six if we had to’.

“Then I did a stint in Kalgoorlie for a year to work for Byrnecut Mining Ltd, which was a great experience. Unfortunately, in 2004 my father’s health took a turn for the worse which brought me back home to Mt Maunganui.”

For a short time, Scotty found himself without a job and he reached out to an old boss (Peter Mozydloski and his partner Carol

Truck & Driver | 61

Allen) who told him that there was a salesman’s position that had come available at Star Trucks International (Dale and Leanne Greaves) in the Mount. After successfully applying for the position Scotty took to the role immediately.

“They were selling Western Stars and MANs and then Dale integrated his Mitsi part into it from Nelson, so we could still sell Mitsi’s in this area.”

Among numerous others, Scotty recalls selling Alexanders’ some new bright yellow Western Stars. He says that he was only there for a year before Terry Peabody (who owned the Western Star distribution) announced that he was going to change things and that effectively made Dale and Leeanne kind of redundant. But bigger things were on the horizon for Scotty.

“I had already booked a demo of a Western Star to Mike Lambert.

I went out there and we were driving around after a cup of tea and some homemade cake and he said to me, ‘well young Haberfield, you’d be better off selling Kenworths I’m telling you that right now’.

The next thing I knew I had a job at Southpac. And that was a really big coup for me.”

Pretty soon Scotty was sent over to Australia on a training course, and says his sales career with Southpac carried on from there - that was around 2005 and Scotty remained with Southpac for around sixteen years before his health took a turn for the worse.

“I’ve got to tell you that the management and staff at Southpac have been amazing to me through this journey with my health. I’m 56 now. I’ve got lesions on my brain and lung cancer.

“It was the 11th of May 2021, when I was diagnosed. We had previously been to the Dr’s demanding for a scan. We had a scan at 9.30 that morning and before midday we were back at the Dr’s

62 | Truck & Driver

receiving the devastating news.”

With several decades within the industry to reflect upon, Scotty says that the thing he’s enjoyed most is the number of friends that he’s amassed.

“A lot of people have become really good friends, from colleagues to customers and I really respect that part of it. I’d have more friends that have eventuated through the truck sales or trucking affiliation than anywhere else.”

Scotty says he enjoys all aspects of the transport industry: “There’s no downsides, I would say quite clearly that every day I went to work, even up to the time when I stopped, there was always something new I’d learn. You’re not special to say you know it all, I’ve never had that opinion. And you’ve got to take on board what people say, and if you’re not comfortable then you walk away.”

Scotty’s also got an array of trophy’s which he has won for various achievements over his years.

“I’ve won the Top Gun award from Kenworth Australia because I sold the first T908 in Australasia to the Jilesens, and I also sold the first K108 8-wheeler and that was to Jack Shaw (or Eagle back in the day). I’ve also been salesman of the year a few times and got the award for getting the most trucks in a new area.”

Scotty has evidently garnered a lot of experience and advice during his time in the industry, but he is also adamant that he wants to dish out some of his own when it comes to health and that is - ‘if you’re not feeling right, speak up.’ Advice we should all heed.

“I am now grateful that I am supported by my partner Justine, our dog Frankee and many family, friends, and work colleagues to help me through this battle with my cancer. I am extremely lucky to have such fantastic support.” T&D

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FEATURE

Story Wayne Munro Photos Gerald Shacklock & Gavin Abbot

From modest… to magnificent Above: Classic truck restorer extraordinaire and New Zealand trucking historian Gavin Abbot with his pride-and-joy 1958 White 302264 - the only one of his 28 restoration projects that he still owns

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Right: His White at work for original owners, Putaruru’s Uden Brothers

Truck & Driver | 65

IT LOOKS A PERFECTLY NORMAL, UNREMARKABLE FAMILY home – 1950s or ’60s-style maybe – in the eastern Bay of Plenty township of Opotiki.

Ordinary and everyday (on the outside at least) – until, that is, you look out the back and can’t help but notice something incongruous amongst the shrubs and flowers. Namely a big old (but nicely painted) Foden truck engine sitting at the front of an open-sided shed….

And a pile of rust-smattered truck parts – a radiator, grilles, at least one engine block, wheels, mudguards and other body panels and the like huddled behind it.

Plus a few bits and pieces of truck bodies and chassis leaning against a fence partly hidden by a climbing rose.

Weird as they look in this suburban setting, they’re actually only a subtle hint of what goes on in this house! What the property owner – this old bloke with sparkling blue eyes and a razor-blade mental agility that belies his 92 years – has been up to here.

In this modest and utterly unlikely setting, Gavin Abbot – lifetime truck lover, teenage truck driver, long-time trucking company manager and co-owner, then early retiree – has achieved remarkable things in preserving, sharing and nurturing 66 | Truck & Driver

pieces of New Zealand’s trucking history.

Incredibly really, he’s brought into his home rusted, rotten wrecks, taken them apart, gathered parts from all over the place (or made his own) to replace missing bits….

And then he’s painstakingly, lovingly, pieced them together again – saving 28 trucks that (with just one exception – an import) did their bit in NZ road transport between the mid-1930s and the 1970s.

All achieved in nothing more than a basic, open-fronted shed at best….and often working right out in the open on the back lawn – in between the washing line and his (late) wife Pat’s flowers! Right there on the grass was, for instance, where he restored his first truck, a 1947 Diamond T. Look closely at the 1958 White 302264 that’s the only one of his restoration projects that he still owns, and it seems unbelievable that it was a backyard job – not the product of some beautifully-equipped engineering shop-cum-garage.

On top of all the trucks, the Abbot home/history factory has also seen the production of a whole lot of written Kiwi trucking history.

Gavin’s written (handwritten, that is – on A4 notepaper, since he dislikes computers almost as much as cell phones and

This page: Gavin’s first restoration project was this 1947 Diamond T (above). It looks incongruous sitting in his backyard - but that’s exactly where he carried out its transformation..... And (right) this is what he started with - the truck, as rescued from a farm in Auckland Opposite page top: Gavin during his time driving for Opotiki’s Ron Smith Ltd. Here his ex-NZ Army 1943 Ford V8 has broken down at Rangiriri on a run to Auckland during the 1951 Waterfront Strike

Opposite page, lower (left to right): One of the giveaways that the Abbot garden shed is a little out of the ordinary is this 1960s-vintage Foden twostroke engine. It’s seized-up so is merely a garden ornament....old truck bits and pieces are scattered around the garden shed.....and amongst the shrubs!

electric trucks!) 10 “Trucks and Truckers” books recording the history of trucking around the upper North Island.

Opotiki companies Ron Smith Ltd and Opotiki Transport were obvious hometown book subjects. Another focuses on Hawke’s Bay Farmers Transport, while the rest cover the industry in the Urewera, Mamaku West, Hauraki, Eastern Bay of Plenty, the East Coast, radiata logging and native logging.

Gavin has also regularly written and supplied photos for “Old Iron” historic truck and trucking features for NZ Truck & Driver.

And in 2019, he was inducted into the NZ Road Transport Hall of Fame – recognised as “the go-to person for NZ’s trucking history.”

So it’s no surprise that a couple of rooms in his home are totally devoted to trucks – photos of them, books and

magazines about ‘em, sales brochures, spec sheets, plus all manner of trucking memorabilia. Shelves, cupboards, bins and boxes jam-packed with the stuff. On trucks that saw service on NZ roads – dating all the way back to those that had solid tyres.

His love of trucks dates back 86 or 87 years….and counting!

On the wall of his lounge is a kid’s painting of three 1940s-vintage red and yellow trucks – the colours of Rotorua’s A.D. Hardie.

Gavin did it when he was 12: “My father (an Opotiki grocer) was a racehorse trainer and we’d go to Rotorua for holidays.

He’d be at the stables and we’d stay at a boarding house across the road – and I’d go up the road and stand all day looking at these (trucks). That’s why I drew that picture see.”

His passion for trucks pre-dated that by years: “Right from Truck & Driver | 67

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Right: Gavin with a small part of his historic trucking archives

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Left: A photo montage of all Gavin’s restoration projects. From left to right, top to bottom, they are: 1958 White, White 2064, ‘48 WB20 White, ‘43 Mack EH, ‘47 509 Diamond T, ‘36 Model 80 Diamond T, ‘35 313 Diamond T, ‘38 306 Diamond T, ‘43 Ford V8, ‘48 Bonus Ford, ‘38 Fargo, ‘38 REO Gold Crown, 1970s BCF180 International, ‘48 KB3 Inter, ‘38 Inter D30, ‘58 ASC Inter, Sixties Guy Invincible, ‘58 Foden S21, ‘57 Foden FE-8, ‘62 Foden S36, ‘58 Leyland Beaver, ‘54 Leyland Comet 105, ‘36 Leyland Lynx, ‘48 Chevrolet Loadmaster, ‘48 Fargo, ‘52 Commer Superpoise, ‘60 Carrier Gamecock and a 1948 Fordson Thames ET6....plus a Packard that’s the only car he restored the start I used to draw trucks in my prayer book…I had an inkling that I liked trucks.”

It helped that the Abbots lived on the main road into Opotiki, with “the big trucks going past the gate and that.”

In 1945, as soon as he turned 15, he began a motor mechanic’s apprenticeship with Horne’s Garage in Opotiki. With no car in the Abbot family, he figured that “the only way to get into trucks was to learn a trade – and learn about them.” So, step one achieved: “That got me into a garage.”

Step two: Through his girlfriend (and future wife) Pat, he met Des Lysaght (her brother-in-law)….who happened to drive trucks for Ron Smith Limited.

The company ran Ford V8s and a Leyland Comet 75 – artics and four-wheeler flatdecks with liftout sides – carrying butter, milk, fresh produce, coal, timber and other general freight around the area. Because it wasn’t competing with rail, it could cart as far afield as Gisborne, via the treacherously narrow Waioeka Gorge….and even occasionally took on the rough gravel coast road to East Cape.

Gavin started joining him on runs, achieved a lifetime dream when Lysaght taught him to drive…and got his heavy traffic licence and a trailer licence at 18: “I could handle a truck quite good.

“Three of us (Gavin and the other two apprentices at his work)

would finish work at the garage and we’d take one of the Ron Smith trucks and drive to Taneatua (45 kilometres west) and we’d shovel on 10 ton of coal at the railhead.

“We’d get back about midnight – just leave the truck at the yard.” The next morning they’d be back in the workshop. Gavin regularly worked weekends for RSL as well: “Good experience and good money,” he reckons.

At 5am the day after he finished his apprenticeship, in 1950, he started work as a driver for Ron Smith.

By then he’d already been taking truck photos for a couple of years, so it’s no surprise that he’s now amassed thousands of his own pictures, along with thousands more given to him by other people.

So he’s quickly able to dig out an old black and white photo of a 1940 RSL Ford V8 4x2 loaded with milk cans: Driving that truck on the cream run was his first fulltime job with Smiths.

The Fords were, he reckons, “the Kenworths of the day. After the War the Ford V8s were the first trucks we got – they were Canadian, you see.”

Out comes another photo when Gavin talks about the 1951 Auckland wharfies’ strike resulting in RSL trucks carting butter to Auckland and bringing back 44-gallon drums of petrol – both jobs usually done by coastal shipping or the rail.

So here’s a shot of Gavin with the bonnet up on an ex-NZ Army Truck & Driver | 69

1943 Ford V8 – broken down at Rangiriri en route to Auckland.

He spent six years driving for Ron Smith – “the best years of my life,” he reckons, and explains why: “Well you see, when you left here in the morning you were the only one on the road – you started at six o ‘clock and it was a six-hour trip to Gisborne and there was very little traffic….”

By the time he’d unload, then “wait three or four hours to get loaded with veges at the market….they were 16-20 hour trips.”

Opotiki was strategically placed midway between Gisborne and Rotorua – giving RSL plenty of freight in both directions.

One of the challenges of the rough Waioeka Gorge road was looking after the fabric 750 tyres on the Fords – which typically toted 10-ton payloads. That meant looking out for big rocks on the road first thing in the mornings.

“You’d stop and throw the rocks off! You had to clear your own way because you were the first one up the Gorge.”

Unsurprisingly, the narrow, winding, slip-prone Waioeka road did wreak havoc: “We did lose a few… One day there were three of us coming out and the last guy, he met a car on a tight corner and pulled over to let it pass….and he pulled over just a bit too far….and he went over into the river.”

Luckily the driver, Fred Mokomoko, was unscathed, but old No. 1 needed a lot of work to get it back up and running. It’s no surprise that Gavin has photos showing the banged-up V8 being hauled back on the road. Another RSL truck was taken out by a slip.

At just 21, Gavin became an RSL shareholder: “I bought Mrs Smith’s shares…. the company was struggling then you

With a Bigfoot onboard With a you’ll Bigfoot monster any onboard you’ll surface

see – and Ron was pleased to get another shareholder in. Des (Lysaght) had already bought shares.”

He can’t remember exactly how much he had to pay: “I think it was about 1500 to 2000 pounds” – money he’d saved over the years.

“Well see I’d milked cows at home…..and I’d worked at the shop delivering groceries… And then I went and worked at Smiths every weekend,” giving up his beloved rugby “because I’d rather have the trucks than the football.”

After the Ford V8s, Gavin moved on, in 1952, to driving a new Leyland Beaver with a Leyland 0600 diesel engine – “a big change from the high-revving Ford V8 motor…”

But the biggest change was the two-axle trailer that went behind it – an ex-US Forces trailer chassis imported by truck spares specialist Ray Vincent, with deck sides and a tail-door built by Opotiki engineer Eddie Collier.

He also extended the truck chassis – so “when you went around a corner the tail went out and it steered the trailer around. Otherwise you would have gone over the bank in the Gorge. There was 36-mile of Gorge….and a lot of it was one-way.

Cue more photos to illustrate: One of Gavin leaning on the front guard of the Beaver, another with it at the Gisborne produce markets loading veges. Yep, and another – with a couple of RSL truck and trailer units waiting for their turn to go through a one-way section in the Waioeka.

The economies of the truck and trailer units meant that “the Ford days were over. We doubled our payload.” Luckily, he says with a laugh, he’d bought into the company before the trailers

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Top pictures: A before and after of the rusty, cabless Leyland Lynx given one of Gavin’s backyard makeovers/rebuilds Right: Gavin did this painting of three 1940s-vintage A.D. Hardie trucks while visiting Rotorua....80 years ago!

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Above left: The Abbot collection of trucking memorabilia includes truck spec sheets and sales brochures dating back 100 years Above right: Ron Smith Ltd 1940 Ford V8 was Gavin’s first fulltime drive – on the cream run

came in!

In 1956 he quit driving and moved into the RSL workshop, when Ron Smith shifted to Rotorua – opening branches there and in Gisborne.

Gavin was offered – and bought – more shares. And when Des Lysaght retired, he took over as the manager of the Opotiki operation, a role he’d continue in for more than 25 years.

Around 1958, when RSL won a contract carting logs to Mt Maunganui, Gavin designed NZ’s first self-steering spaced-axle log trailer – “to replace a secondhand tandem log jinker with horrible electric brakes, and only good for 10 ton of logs.”

He “played around with my models…” and came up with an extended pole sliding in a box-section on the front axle turntable section. The new trailer, built by Collier to Gavin’s design, could cart 13t…and set a new trend.

RSL eventually morphed into Direct Transport, with Gavin becoming its east coast manager in 1964. In turn, Direct – by then having taken over RSL and subsidiary Lightning Transport – was bought in 1971 by sawmilling and timber company Robert Holt…and soon after, by Carter Holt Holdings, becoming part of a 150-truck operation.

By the mid-1970s, Gavin was managing an Opotiki operation that had 24 trucks – a mix of Leylands, Fiats, Volvos, MercedesBenz, Fodens, Whites and one Mack.

But by the 1980s, Opotiki had lost its importance as a Gisborne-Rotorua waypoint: A combination of better roads, engines, brakes, suspensions and gearboxes meant trucks could do the return trip in a working day.

In 1985 the Opotiki branch was shut down and Gavin retired – albeit while still holding shares (now in Carter Holt).

“I had my hobbies and that: Restoring old trucks and collecting brochures and taking photos.”

He was merely an interested observer by the time Te Puke company Dawe & Son bought the trucking business in 1987…. and “within two years she was liquidated.”

He’d already restored his first truck before his retirement – the Hercules-engined 509 Diamond T tipper he’d “found” on a South Auckland farm, “still mobile….and in not bad nick.” He did everything himself, bar the upholstery. Completing that “was a 72 | Truck & Driver

thrill” – and it ranks as probably the restoration he’s most proud of.

And so it went, for the next 30-odd years: “As soon as I’d finish one, I’d start another. My son-in-law had an empty section and I built a shed (on it) and put them in there.

“I had it pretty near full” – with nine completed trucks – when fellow collector Bert Watchorn asked if he could borrow some to get his museum started.

Gavin decided to sell them to him instead: “I thought, well if I’m keeping going…..all my gear would be together, in a museum, instead of me having them in a shed – jammed in, where you couldn’t see them.

“In the end I sold him 20. As I kept doing them, they’d go over to him.”

How did he come by some of his project trucks? “Someone might say ‘oh there’s an old truck at so and so,’ you know. I’d go and have a look and I might get parts off it.”

Or, occasionally, it’d be a real find: “Like the little baby Foden FE-8 four-cylinder two-stroke: That was on a farm at Rerewhakaaitu….the farmer had it carting pumice for his tracks.

Only six of them came in (to NZ). That’s the only survivor.”

Checking out a photo montage of all the trucks he’s restored drives home the magnitude of what he’s achieved in such a modest work space.

He’s done four stunning Diamond Ts, dating back to a 1935 313 model that’s the oldest truck he’s restored. He’s also given new life to four Internationals, the oldest a ’38 D30.

The truck he still owns is one of three Whites restored. He also rebuilt three Leylands – including a Beaver like the RSL one he drove – and three Fodens. The ’58 Foden S21 “Mickey Mouse” is special to him: Gavin thinks it might be the only one in NZ. And he’s sure that the 1960s British Guy Invincible is unique here. It was the biggest (and maybe the best) restoration he did – for a Kiwi collector who imported it from England…..and discovered that “it was all rotten…. all the bottom of it had been on the salted roads and it was all rusty. I had to build it all again.”

For old truck afficionados, the rest of his restoration list is unrelentingly mouth-watering: A 1943 Mack EH, a ’48 Fargo –

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“Oh this was the ultimate.....” plus a Chev Loadmaster and a Fordson Thames ET6 from the same year.

The list is completed by a ’60 Carrier Gamecock, a ’52 Commer Superpoise, a ’38 REO Gold Crown and, a little surprisingly given RSL was so heavily into them, just two Fords – a ’43 V8, just like the one he started in, and a ’48 Bonus.

“I had a helluva lot of time for those Ford V8s – the early ones I started on. What they did for what they were….yeah they were a great truck. They were only 90hp and we were carrying 10 ton.

“Ron Smith had a 1939 Ford V8 car when I started there, and there were eight Ford V8s in the fleet. When a truck motor blew up, they’d pull the engine out of the car…put it in the truck….and the truck would carry on working.

“He’d ring up Ray Vincent and get a new short block, reconditioned motor for 125 pounds. They’d put the new motor in the car – and it’d run the engine in.” Ready for the next engine blowup!

“You can’t do that today with a Kenworth!” reckons Gavin with a laugh.

As fondly as he remembers the Fords, his outright favourite is the White 302264 cabover – one of the trucks he sold to the late Bert Watchorn.

“Oh this was the ultimate – to get one of these….the only one left. And it was a wreck. I got that out of Ray Vincent’s truck farm at Ohinewai and it was rotten. Really rotten.”

It was, he says, “so far ahead of its time when it came out – the first electric tilt-cab truck produced in the world. The most expensive road truck of its time in NZ.” It was also an early adopter of pendulum pedals, an aerodynamic cab (with no gutters) and a front inspection panel to provide easy access to the dashboard.

It was bought by Putaruru’s Uden Bros for 8200 pounds and set up for logging with a 671 two-stroke GM diesel, an automatic gearbox and a Leyland Hippo rear end.

“I bought the cab, the front axle and the chassis rails.”

Separately, he got a (180hp) White Superpower petrol motor “from one of Gibson’s old buses. It’s a proper White motor but it’s a model smaller. And I put in an auxiliary box and got the 74 | Truck & Driver

back end off an International…the same model that White had used.”

So when “the family said to me ‘we want one of your trucks,’ ” the White was the one he set out to get back from Bert Watchorn: “So I ended up buying it back for twice as much as I sold it for!” he laughs.

Unsurprisingly, Gavin found a kindred spirit in the late Bill Richardson, founder of one of the world’s best truck collections: “I was a mate of Bill’s. We were on the same wavelength. When I first met Bill he had six trucks. People were collecting cars – no-one was doing trucks… Well, odd guys were doing trucks and that…

“But we went ahead and did more…. He had the money of course and look what he’s done…incredible.”

The last restoration Gavin did was a 1938 306 Diamond T, completed about five years ago.

“I started doing books, you see: I found that it was easier to lift a book than a gearbox! And cleaner.”

He attended an historic truck rally in Taumarunui, timed to coincide with the launch of a book on the town’s history: “I was driving away from that and I thought, ‘well I’ve got enough stuff to do a book of my own.’

“So I came home and that’s when I started that book, ‘Urewera Trucks and Truckers.’ ” He even went out and bought his first computer – “and my daughter came down and started showing me (how to use it) but aw I couldn’t handle it….”

So he wrote it all longhand. And has continued to for each of his 10 self-published books, which to date have sold 9000 copies.

Finding the photos, brochures and historical documents necessary for his books has been much easier than tracking down missing truck parts: People are usually chuffed to help someone recording part of their family’s history.

Often it’s been a case of Gavin sharing his photos with trucking families, in return for using their photos in his books.

And once he became known as a truck historian, people would “see I was doing something and they’d say ‘hey I’ve got some photos and that.’

Clockwise from top left: Gavin and RSL’s first Leyland Beaver truck and trailer unit, with an extended truck chassis to help steer the combination through the tight Waioeka Gorge..... two RSL 14B Leyland Beaver truck and trailer units await their turn to negotiate a one-way stretch of the Waioeka.... Guy Invincible was Gavin’s single biggest restoration job, requiring a completely new chassis....Gavin visited Nora Scott-Mackie in a quest for this photo of NZ’s first Volvo. He got the photo....and they became partners

“I’ve got a few collections, photos included, that other blokes have given me as they’ve got older.”

The quest for one particular photo – of NZ’s first Volvo – led to him calling on the widow of the late Allan Scott-Mackie, the salesman who’d sold the G88 to Rotorua logger Tony Siery.

Gavin (whose wife, Pat, had died a day before Allan) got the photo….and a new partner! He introduces Nora: “We’ve been 21 years together.”

Well, sort of together. Gavin explains: She visits “every so often,” but doesn’t care to live in Opotiki permanently – “and I couldn’t live in Auckland….so I go up there once a month, have a week up there.”

Gavin doesn’t have a favourite truck make: “I like all trucks.”

Even Japanese? “Yes, yes – certain ones.” Chinese? He’s not as direct with his answer: “Well, it’s coming that way…”

But he is determinedly anti electric trucks – although he does have photos of a solid-tyred Walker electric truck, run around 100 years ago by the Waitoa Dairy Company.

But generally, “I don’t bother with electric stuff. By the time they really come in I won’t be here anyway…”

And, he adds, electric power is “too involved to get into. Ours was a simple life. Plus the sound – I love to hear the sound of a

truck.” Clearly, he means a “real” truck.

“You could hear them come round the corner and put their foot down. Certain models had a beautiful sound. That Foden two-stroke motor – that’s like music!”

He recognises though that times are changing, even in the world of collectable trucks: “Now these young ones are wanting these streamlined, modern, automatics and all that sort of thing. Our generation’s gone and the younger ones don’t want that older stuff.”

Taking stock of what he’s left with, in addition to the beloved White, some of his greatest treasures are “the old photos….the older photos. The other thing I enjoy – the brochures.”

There is a bit of other hardware – like the supercharged 225hp 1960s-vintage Foden two-stroke out the back: “It’s seized-up and rusted and everything, so I just did it as a static display.”

There’s also the truck bits and pieces in the back shed – and a much bigger pile in the shed where the White is housed: “That’s all bits you accumulate over the years. Most of it is Diamond T.” The mudguards are accounted for (to be picked up by a restorer) but there’s still a complete Diamond T Hercules motor, a Deluxe Diamond T dash and much more: “Well all this stuff – Truck & Driver | 75

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Top: Four of Gavin’s restoration projects, in an impressive lineup. From left to right are: A 1938 REO Gold Crown, a ‘36 Model 80 Diamond T, a ‘47 509 Diamond T and a ‘43 Mack EH Bottom: This two-stroke-engined 1957 Foden FE-8 was one of just six brought into NZ....and is the only survivor. The Abbot backyard resto shop transformed it from the wreck at left, with a rotten chassis, into the gem at right – with a new chassis, rebuilt cab and engine

yeah, you can’t throw it away.”

When he sold his first restoration trucks to Bert Watchorn, he liked the idea of most of them being together, on show. When Bert died and his collection was sold, many of “Gavin’s trucks” were bought by one Auckland collector. But he’s heard that collection too is now being sold.

It’s long since been out of his control what happens to them and he’s philosophical about it: “Well now that it’s all broken up, I’ve lost the feeling for them. They won’t be all together…. But, as long as someone keeps them.

“It’s something I’ve enjoyed doing.” Not just the restoration process, but also “going to places, meeting people – looking for stuff.”

So what is he most proud of? “Well I think leaving the trucks behind – and the books…leaving a bit of history behind.” Other people should try it, he reckons: “All the time I say ‘why don’t you do a book. Everybody’s got a story to tell. Do something about it….’ ”

This year – in between going to truck shows (he’s already done Bombay, and will be at Brizzy) – he’ll be writing a new “Trucks and Truckers” book, this one focusing on the Waikato.

In 2022, he had a break from writing – but certainly wasn’t slowing down: He had a year of sorting stuff out – “starting to rationalise a bit.”

And there were trips away – to Invercargill for the NZ Road Transport Hall of Fame awards, to Palmerston North for the Mack 50th anniversary…and to Hawke’s Bay for a truckies’ reunion.

And when you get into your 90s, one sad reality is that “yeah, your mates are dying. So there’s been a few funerals…”

Which does raise the question of what will happen to his collection when he dies?

“Well, that’s something we’re looking into now – what’s going to happen. If somebody was going to keep it together and bought the whole thing, well that would be the ultimate.” T&D Truck & Driver | 77

FEATURE

Speakers at the Green Compact launch were Richard Briggs, EECA transport manager; Minister of Transport the Hon. Michael Wood; Transporting NZ CEO Nick Leggett and John Staples, Bridgestone’s director of NZ business.

Photo: Focal Point Photography

A green roadmap for transport

By Colin Smith

THE NEW ZEALAND ROAD TRANSPORT INDUSTRY HAS A ROAD map to reduce carbon emissions with the recent launch of the Ia Ara Aotearoa Transporting New Zealand Green Compact platform.

The initiative was launched in Auckland on February 24 by Minister for Transport, the Honourable Michael Wood, and Chief Executive of Ia Ara Aotearoa Transporting New Zealand, Nick Leggett.

Based on a framework developed by the International Road Transport Union (IRU), the Green Compact will shape how Transporting New Zealand engages with government stakeholders on climate, including Ministry of Transport, Waka Kotahi NZ Transport Agency and Ministry for the Environment.

“The Green Compact is practical, collaborative and innovative.

It embraces change and maps a way for us to work together – government, industry, suppliers, customers, manufacturers and the general community,” says Ia Ara Aotearoa Transporting NZ CEO Nick Leggett.

“It connects us to international best practice by drawing in the work done by the IRU. “We can be confident, because of this international connection, that we are aligned with those larger nations whose emissions really will make a difference to our climate reality here in New Zealand.”

The Transporting NZ Green Compact has been a work in progress for almost a year. It was adopted in April 2022 and the long term goal is to decarbonise commercial road transport by 2050. The near future includes a three-year work programme (2022-24) to evidence, test and implement the Green Compact with the focus 78 | Truck & Driver

for 2023 on identifying and collating a good base of evidence to support effective policy.

The IRU has established five “pillars” in its decarbonisation strategy. They are alternative fuels, efficient logistics, collective mobility, vehicle technologies, and driver training.

Transporting NZ added a sixth pillar to its framework under the heading of green infrastructure. This addresses issues such as roading design to allow efficient driving.

Transporting NZ says a key reason for the sixth pillar is what it sees as a concerning trend towards obstructive roading and urban design along with under investment in the roading network. It says this is inconsistent with reducing emissions.

Road composition and the design of design of bridges and structures needs to be consistent with the requirements of heavier Eco trucks and Zero-Emissions vehicles.

Transporting NZ intends to engage with local and central government on these infrastructure issues with the aim of reducing unnecessary idling, acceleration and braking.

“The Green Compact makes the case for building better roads and bridges, stronger-built infrastructure that supports a resilient supply chain,” Leggett says.

“Much of that will be government led. Roads carry 93% of our freight in New Zealand so what our industry itself does for itself makes a difference.

“All of the pillars represent a practical transition that can be applied by industry and government today.”

Leggett says technology is constantly evolving and transport is always future oriented.

“Alternative fuels is number one of the list – it is the best chance to get our industry to net-zero carbon alternatives. Then there is efficient logistics, which is essentially means more for less. Eco Trucks which could deliver the highest productivity while also doing the adaption we need to reduce emissions.

“Efficient vehicles are at the heart of where we need to go.”

While future electric and hydrogen vehicles play a long term part in the emissions strategy, there are a number of immediate improvements that can be achieved.

Actions as simple as correct tyre pressures, regular servicing, driver training and route/time optimisation are considered “low hanging fruit” that can achieve immediate emissions and cost savings.

“Driver training can reduce emissions by up to 8% right now if we are all on the same page,” says Leggett.

“Transporting NZ will embark on the work with the IRU, and we expect partnerships and projects that have a tangible benefit to transport operators who are actually doing the work on a daily basis, whether they are large or small.

“Government, industry, customers, communities – we all want the same thing. We want those efficiencies, those lower carbon emissions, more resilience and safety. It makes good business sense. It makes us safer, and it keeps us moving when the extreme weather comes.”

Transporting NZ says many operators in the road freight industry are already making progress towards decarbonisation through the purchase of more efficient vehicles, driver training and adopting efficient logistics technologies.

“It’s up to us to show we are acting in the here and now by reducing emissions and embracing sustainable practices. Not waiting passively for regulation or technology to determine the future,” Leggett says.

In his follow-up presentation, Minister Wood acknowledged challenges ahead to reduce transport emissions but says he is encouraged by progress already being made in the light vehicle sector.

“Here in New Zealand the big game is in agriculture and transport. It’s where the vast bulk of our emissions come from.

“In the light vehicle fleet, we are making incredible headway. Since we put the clean car discount and the clean car standard in place, we have become one of the world’s leading markets for zero and low emissions vehicles.

“We are now pretty much second in the word after the Scandinavians in terms of the proportion of the new fleet coming into New Zealand that is low and zero emissions. It’s making a massive difference on that side of the ledger.

“As we get increasingly successful about decarbonising the light fleet, the proportion of emissions that come from the heavy fleet in New Zealand will continue to grow.

“It’s projected that by the 2040s the overall emissions coming from heavy freight will outweigh those coming from the light fleet. So, there is real work to do here.

“That‘s why I am so pleased to be here and why government will give all of its support to this endeavour of the Green Compact. Because we need to work together if we want to meet this challenge.”

The Green Compact provides the framework for the transport industry to work with the government toward meeting emission reduction targets.

Ministry of Transport has adopted targets that aim to reduce total transport emissions by 41% by 2035 and reduce those from the freight industry by 35% in the same period.

New Zealand is one of 27 signatories to the MOU on Zero-Emission Mediumand Heavy-Duty Vehicles (over 3.5t) with the goal of 100% zero-emission new truck and bus sales by 2040 and an interim goal of 30% zero emission vehicle sales by 2030.

Efforts to reduce carbon emissions from commercial road transport take place against a background in which transport is currently responsible for 17% of New Zealand’s gross GHG emissions and 39% of total domestic CO2 emissions.

Road transport accounts for 92.8% of total freight tonnage moved in New Zealand (compared to 5.6% and 1.6% respectively for rail and coastal shipping.

Heavy vehicles (above 3.5t) produce 24.8% of total transport Green House Gas emissions. T&D

Above: Nick Leggett, CEO of Ia Ara Aotearoa Transporting New Zealand.

Below: Minister of Transport, the Hon. Michael Wood.

Truck & Driver | 79

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FEATURE

Mills-Tui is collaborating with Transport Composites to test the carbon fibre tipper bin.

Digital Documents, Checklists & Forms

The future is light WITH OVER FIVE DECADES OF INDUSTRY EXPERIENCE, truck body and trailer manufacturer Mills-Tui has forged a reputation for building lighter tare weight units. So, when company owner Dean Purves became aware of a carbon fibre bin in the offing, he obviously jumped at the opportunity to learn more.

“I’d seen the articles in Truck Body and Trailer magazine previously and it piqued my interest,” says Dean.

“And then Trevor Woolston called in to see us and he said I should give Max [Mathieu] Laver at Transport Composites a ring.

So, I picked up the phone, gave him a call and it stemmed from there.”

Dean says that what made the composite bin so appealing was the same thing that Mills-Tui is known for - a low tare weight. The lightweight bin would be a continuation of that.

“Obviously the carbon fibre bin is a lot lighter than alloy or steel so we could see this as an opportunity for us to carry on our innovation of building lighter tare weight units,” says Dean.

Dean took the two-hour trip across to Piopio and had a meeting with Max. He says that together they had a thorough look through the facility and Dean jokes he learnt a lot about carbon fibre in a very short space of time.

“Dean came over and we did some tests, and he was pretty impressed with what he saw.” says Max. During the course of the day, Max demonstrated the advantages

of carbon fibre and alleviated any fears that Dean may have held about the product.

“It’s a new product and we know there are a lot of transport operators sitting on the fence looking on. They want the advantages of light tare weight, but they also don’t necessarily want to be the first to dive in on a product that is new to the market,” Dean says.

To satisfy Dean’s curiosity on the bin’s durability, the pair conducted some tests that punished both the bin and the material.

“We went as far as throwing some rocks into a bin and putting a hammer through the side of a sheet so we could demonstrate what it could and couldn’t do. It’s not a product that will suit everyone, but we learnt about its advantages in the right applications,” says Dean.

“I grabbed a big chunk of concrete and heaved it over my head into the bin to show him that it’s as strong as it says on the label. It just bounced down along the bin [and then] I went down and gave it a kick and it slid out like a marble, super slippery interior,” Max says.

From there, Max showed Dean how he made the bins in his workshop in Piopio.

“I don’t think he was expecting the size of operation I have now, but then I have been going for around six years,” says Max. Dean says that Max talked him through how the composite is Truck & Driver | 81

Above: Fuso has supplied the Shogun 510 6x4 unit for testing

Right: Alcoa Dura-Bright alloys and a Edbro ram are fitted to the Fuso.

made up and we went through the development process.

“There are other fibre bins around the world, but Max has spent a lot of time working on the formula, the secret sauce for the transport industry,” Dean says.

“In fact, the bins are made in a similar way to the America’s Cup yachts. The technology has been around for a long time but there are all different types of carbon fibre, and this is about the recipe for this application.

“We agreed that our businesses and knowledge were a good fit for each other and that we could work together. We know the transport side of things and Max certainly knows more than me about carbon fibre.”

Max says that he did his research on Mills-Tui and rates the standard of work they do in Rotorua as amazing.

“They’re beautiful trucks. I must admit that I’m more of a fibreglass fellow than being knowledgeable about the transport

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industry. I am knowledgeable about the bins I make but that’s a different kettle of fish to what Mills-Tui do.

“Dean has a reputation for quality, he’s young, he’s driven, it just seemed like a perfect match. He’s got the engineering, I’ve got the carbon fibre resin infusion, you put the two together and it’s a no brainer - we produced the lightest truck out there.”

Dean says that Transport Composites already had a carbon fibre bin available to use, so the Mills-Tui team submitted some

drawings, and then got Max to make a few modifications to make it suit the truck that it’s on now.

“Then Max sent it to us, and we finished it off.”

Mills-Tui set about making up the rear frame and the Edbro hoist mount and then Fuso NZ provided them with a truck.

“We did the truck set up and then fitted the body to it.”

The carbon bin is sitting on a Fuso FV2651 Shogun 510 6x4.

Dean says that NZ Truck and Driver’s Trevor Woolston spoke to the

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The carbon fibre tipper attracted plenty of interest at the Bombay Truck Show in January…. Controls for the Edbro hoist….The carbon bin has an 1100kg payload advantage over an equivalent steel bin.

84 | Truck & Driver

team at Fuso New Zealand to see if they’d be interested in providing a truck for this project and believes that since the Shogun 510 is probably the lightest tare weight Japanese truck, it fitted in with their mindset of having the lightest tipper around.

Max says that although (overall) the build went well, there were a couple of minor teething issues at the start, which was to be expected.

“What we are working on is a onesize fits all, but being something that comes out of a mould it has to have a slight angle on it, so it pops out - it’s not 90-degrees. So, Dean had to do his engineering around the oddities of resin infusion and things that come out of moulds. But now that he’s done it, it’s a piece of cake.”

Dean concurs: “Getting it to fit meant that there was certainly a bit of trial and error from our part. The way the bins are constructed is a little bit different to how we would normally build a steel or alloy bin. But it was a matter of working through a few scenarios, how we would attach the rear post to the bin and the bin runner. Analysing the strength factor. Making sure it would stand up to the job. And then our guys came up with the design through our Solidworks 3D modelling and FEA (Finite Element Analysis) testing.”

Dean reckons that when you’re doing these innovative things there is a little bit of trial and error on the way, and that they’ve made a few modifications as they built it.

“The biggest thing for us was learning to work with carbon fibre, what you can and cannot do with it.”

Max agrees: “The first prototype always takes a bit of working out. And it’s always going to be a work in progress, there’s going to be bits and pieces that we’ll improve on like any prototype as it spends its time on the road.”

The build process took about four weeks to complete from when they got the body (which is already fast), but Dean believes that the process can be expedited the next time around.

“Max can turn the bins around quickly. You can sort of build a body in about a week, once all the carbon fibre is laid out, the process of infusing the resin is quite quick.”

Dean tells us that as far as the fitment to the truck goes, it’s no different than their standard truck set up. Saying that the Edbro Hoist rams are standard because at the end of the day the total

Composites technologies similar to those used on America’s Cup yachts are incorporated in the carbon fibre tipper bin

loaded weight of the bin will be the same as with a standard tipper body.

“The big difference is that more of it will be payload. For example, on the last steel tipper we built on the same truck, this carbon fibre bin has a 1100kg payload advantage.”

It’s tough too. Dean believes that the carbon fibre bin’s expected longevity is equal to an aluminium bin. And on top of that, it’s very easily repairable.

“If you put a hole through the side of it, you can patch that, and it will be equally as strong.

“If you compare it to an aluminium bin, it’s probably quicker to repair and so less time off the road because you don’t have to cut out the whole side. So, the benefits across the board are huge.”

Keen and eager to get the lightweight tipper on the road, the team at Mills-Tui made this unit up on spec, and just in time for the Bombay Truck Show.

“We had it at the Bombay truck show, and we had a huge amount of interest. It was funny because we were standing there and every couple of minutes you’d hear knock, knock, knock, as somebody tapped on the side of the bin to see if it was actually carbon fibre.

“We’ve made it so it looks like a steel bin, painted all the body to look like a normal tipper (which you don’t have to do), and that caught a few people out.”

Max believes that it was a great decision by Dean to paint up the bin.

“It was black anyway, but it had been sitting a long time out in the weather (under UV and moisture) to test how it weathered structurally, and it was as good as the day I built it.

“But rather than dress it with aluminium, it made sense to paint the entire thing in a semi-gloss black. It looks really good in carbon fibre but eventually the resins will need protection from the sun,” Max says.

With the tipper body already completed and exceeding expectations, Dean and Max are already looking at introducing the composite material to their trailers.

“We’ve been working well together and looking to continue that on and develop this product,” Dean says.

“Our Low Rider tipper trailer chassis is pretty much one of the lightest around and it will fit well on there. We’re working on that now. It will be with a different front of body hoist than that on the Fuso though. And in the meantime, we’re doing more testing and developing as time goes on.”

Dean also has an eye on how this carbon fibre material fits in with the potential future of road transportation. As a company Mills-Tui is embracing electric transportation, so having a lightweight bin is a definite plus.

“We can see some real advantages in that, offsetting the additional weight penalty of carrying batteries. But there are other applications we can see this in, particularly in hot-mix and the bulk tipping market.”

Max is excited about what the future holds too.

“We’re looking at a high-sided trailer and also a thermal version that will hold hot-mix. [It will be] a lightweight bin that will cart hot-mix and retain its heat (up to 85%) on its journey from A to B. I believe I’ve got that nut cracked, just got to put it through its paces.” T&D Truck & Driver | 85

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TD33144

Bobby Khan Bobby Khan

It’s political...

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

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

So, who among our political parties offers any

salvation for the industry in these situations?

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

National and the ACT Party have responded with their views this month. T&D

SCRAP LIGHT RAIL, LET’S GET OUR ROADS FIXED

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

TD33144

Simeon Brown WITH THE ELECTION YEAR FINALLY upon us, Kiwi commuters and the transport sector would have been hoping to start the year strong, pivoting away from the many challenges we faced during 2022. But with Cyclone Gabrielle bringing havoc to the roads in many regions around the country, the mood has quickly changed.

Cyclone-ravaged regions have begun the clean-up, but the Government is busy elsewhere, with Transport Minister Michael Wood committing only $250 million to the rebuilding of our devastated roads, while in Auckland, the Government is continuing to press on with its $30 billion light rail project – over 100 times the amount committed to our devastated regions’ roads.

As the Transport spokesperson for National, I have called for the immediate abandonment of plans for light rail in Auckland. The choice is clear when it comes to New Zealand’s 2023 transportation needs – scrap wasteful spending on light rail and refocus our priority on rebuilding the transport networks around the country which have been devastated by Cyclone Gabrielle.

Many of our regions are in a state of

distress, and significant portions of our State Highways and local roads have been destroyed, making them inaccessible. With the immense cost and scale of the rebuild that lies ahead, Kiwis simply cannot afford Minister Michael Wood’s wasteful spending on Auckland Light Rail.

Labour has not only failed to fulfil its 2017 promise to build light rail from Auckland’s CBD to Mt Roskill by 2021, but construction is yet to begin despite $72 million already having been spent on endless reports and working groups for this project. It has become clear that Labour has not achieved anything in its six years of failure, with Auckland Light Rail serving as the epitome of wasteful spending in the middle of a cost-of-living crisis.

When I heard that the Prime Minister was going to focus his Cabinet on “bread and butter issues,” I was hopeful that the Government would come to its senses and realise the reckless nature of spending such vast amounts of money on light rail, by scrapping the project all together.

Unsurprisingly, that never happened.

With 2023 being an election year, I am looking forward to the opportunity to talk about the key issues facing our transport

sector and the role that a future National Government could play to help fix them.

It would begin with stopping the wasteful spending on light rail, and instead focusing on the crucial rebuild of our devastated roads. Cyclone Gabrielle brought significant damage to our roads in the Hawke’s Bay, Tairāwhiti, Coromandel, and Northland regions, bringing more devastation to families, businesses, and an economy already doing it tough under Labour.

It is obvious that the damage caused to transport infrastructure in our regions must serve as a priority for government spending on transport, with seven crucial State Highways currently affected by ruin. State Highways one, two and five are critical links that are currently experiencing road closures in several parts of the country.

Getting these links open must be a priority alongside reconnecting communities currently separated due to road closures.

New Zealand is a great country to live in, but right now, many Kiwis are hurting.

We are a nation that thrives on connected communities and an economy that continues to move forward. But with broken roads, it will be tough for New Zealand’s economy to grow. T&D Truck & Driver | 87

It’s political...

GOVT PRIORITIES ALL WRONG, AGAIN

T

A

By Simon Court, ACT Party spokesperson on transport

WHEN IT COMES TO TRANSPORT, THE LABOUR GOVERNMENT has its priorities all wrong. The Government owned Interislander fleet is just another example. Because State Highway One crosses Cook Strait, truckles and motorists rely on large roll-on roll-off ferries, in the same way Britain and Europe do.

On January 26 the ferry Kaitaki put out a mayday call with over 800 passengers on board when it lost power off Wellington’s treacherous south coast. As crew prepared to put passengers into life boats, they did not realise one family was stuck in a lift in darkness - the backup power system did not include the lifts.

On February 13 the Aratere lost power and drifted for over thirty minutes in deeper waters off Tory Channel until power could be restored. After finally returning to full service in early March, Kaitaki suffered transmission problems and was taken out for repairs for another two weeks.

These Interislander ferries are old by international standards and have been in and out of service for years, crippled by mechanical failures which disrupt and delay freight and people on this vital link.

Transport Minister Michael Wood also wants to double the amount of freight carried by rail - but to reduce carbon emissions.

Sure, it makes sense for customers to put more freight on rail where that is practical, but by making his policies all about climate change, Wood has lost focus on the basics - a safe and efficient transport network.

In the past 30 years, a number of roll-on roll-off vessels similar to the KiwiRail operated Interislander vessels have capsized and sunk in Europe and Asia, killing hundreds of people. Subsequent investigations showed that basic safety systems were not working effectively.

Instead of a focus on the basics, like making sure the current ferries are safe to operate, the Minister has spent his time lecturing his own officials and the public about driving less, walking more, and taking trains to save the planet from climate change.

That is why, when Ministers are unable or unwilling to focus on important practical matters, serious consideration needs to be given to how we improve the delivery of KiwiRail services and maximise the benefits of their operations to the taxpayer and to their customers.

KiwiRail has had to compete for taxpayer funding with walking, cycling and roads for decades.

ACT proposes in the Transport and Infrastructure policy we released in November 2022 to expand the mixed ownership model applied to the formerly state-owned electricity generators, to kiwi rail. This would ensure that the entity is subject to proper 88 | Truck & Driver

Simon Court

commercial discipline, without running the risks posed by full privatisation.

The mixed ownership model would also allow KiwiRail to access the vast amounts of private and institutional capital looking for secure long-term investments in stable democratic countries like New Zealand.

Naturally, KiwiRail would also be expected to provide a return on invested capital to the Crown and its minority shareholders.

KiwiRail would be permitted to independently issue debt to fund new projects. This commercial model would also allow for innovative financing structures. For instance, rail companies in Hong Kong and Japan fund significant portions of their capital costs by developing the land around and above their train stations.

This not only creates a new funding source for infrastructure, it generates new housing and retail space. A similar model funded the original development of much of the London Underground.

A KiwiRail independent of many of the political and economic constraints imposed by direct Government control will be able to use similar methods.

ACT believes that instead of lecturing truckies and motorists about climate change, central government should stick to making sure that ferry operators like KiwiRail look after their customers and get them to their destination safely T&D

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The $250 million tagged to fix roads is just a start

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

T

TD31097

HE GOVERNMENT’S ANNOUNCEMENT OF $250 MILLION for assessing and fixing the roads is a great start, but the final number is going to be significantly higher.

Funding is just one of the challenges the re-build faces. Sourcing enough qualified road contractors, engineers, surfacing operators, labourers, foremen – and the list goes on – is another huge challenge.

Changes announced by the Government to allow a seven-day turnaround for visas relating to the re-build is a start but does not go far enough. New Zealand businesses are already experiencing a worker shortage epidemic. If we are to dig our way out of this hole, we need to be far more progressive, to attract to right talent and best delivery expertise.

In our view the Government must prioritise five critical roads as part of the post-cyclone infrastructure re-build. They are national highways that are essential for connecting communities, moving freight, and ensuring our country’s economic viability.

The five roads are: • SH1 Auckland to Northland • SH25A Kōpu-Hikuai access to the Coromandel • SH2 Hastings to Gisborne • SH5 Napier to Taupō • SH35 around the East Cape from Ōpōtiki to Gisborne SH1 through the Brynderwyns is closed for an indefinite period forcing heavy freight to detour via SH12 and SH14 adding an hour each way to travel between Whangārei and Auckland, with other vehicles diverting through Mangawhai and Waipū. This is both economically damaging for Northland and risks isolating vulnerable communities.

The Kōpu-Hikuai road, SH25A, in the Coromandel is one of the most significantly damaged roads in the network. Heavy rain combined with a lack of maintenance over recent years has led to

a complete collapse of the road, leading to diversions that add hours onto residents’ travel times in the eastern Coromandel. Heavy freight is now traversing SH25 from Waihi to Whangamatā, to access the eastern side of the peninsula putting increased pressure on a road that is already in a poor state of repair.

On the East Coast, closure of SH35 has disconnected communities from Gisborne leaving them without access to the basic necessities such as medical care, food, and fuel. Damage to SH2 has meant access has been limited between Gisborne and Ōpōtiki, with severe damage taking out the road between Napier and Wairoa.

SH5 between Taupō and Napier has experienced catastrophic damage that has closed the road entirely leaving communities isolated and facing a five-and-a-half-hour diversion through Palmerston North.

The aftermath of Cyclone Gabrielle has given us the muchneeded impetus to separate roading infrastructure away from politics, creating a funding model that allows us to plan and create sustainable roading solutions that will stand the test time.

In my last column, I called for a locked-in 50-year roading infrastructure plan that is out of political reach to give roading contractors surety around a pipeline of work, and the confidence to invest in New Zealand, delivering economies of scale for road building and greater network resilience.

It’s not just the roads we need long term investment for. The dire state of the Cook Strait ferries is another example of what happens when you don’t plan. We estimate that every time a truck misses a sailing because of another ferry breakdown it costs the company about $1,000.

Deferring critical infrastructure investment can only be done for so long – I don’t need to tell truck owners what happens when you don’t replace a truck that should no longer be part of your operation. Our transport infrastructure is the same, just on a national scale. T&D Truck & Driver | 91

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Check your routes to ensure oversize access

By Jonathan Bhana-Thomson – chief executive, New Zealand Heavy Haulage Association

W

ITH THE WEATHER DISRUPTIONS, ROAD CLOSURES AND limited road openings, as well as the roadside restrictions caused by slips and overhanging trees, it is becoming even more crucial to check the clearances on the routes to be used when transporting oversize loads.

The Auckland Anniversary weekend floods resulted in a restriction on all overdimension and overweight loads – and although an exemption process was put in place – the Association was keen to get smaller oversize loads being able to be readily transported to address the immediate recovery from that weather event. We liaised with Auckland Transport, and was able to see this restriction progressively lifted – but with a proviso from AT that routes be checked and avoidance of using roads that were still lane restricted.

The Brynderwyn Hill on SH1 has also endured various weather events, which has resulted in various restrictions this year. For some time, due to the narrowness of the available lane, there was no overdimension loads permitted to travel this route, and the Association has been liaising with NZTA to enable some change as the lane widths permitted, to allow even Category 1 loads on this route.

This has meant that other routes that are not so suitable for oversize loads, have needed to be used, and so operators needed to ensure that they were familiar with the pinch points on these routes, and ensure that their loads could fit, and that they provided suitable traffic control with load pilots while the loads was transported on this route.

Further south, on the Coromandel Peninsula, the massive washout on SH25A on the Kopu-Hikuai Road has meant that oversize loads

Jonathan Bhana-Thomson

of all but the smallest size have been prevented from travelling. The restrictions with trees on the western side, and the washouts that have also occurred on the eastern side, has meant that it has been difficult for the oversize industry to be able to shift loads for their clients.

In the Gisborne and Hawkes Bay area, out thoughts are with all those who have been affected by the major flooding in the regions.

We pay a tribute to those transport operators, emergency services and road work crews, as well as the crews for other services such as communications and electricity who have worked long hours to get essential lifelines re-established.

In this area we have seen slips and bridge restrictions for overweight loads in the Waioeka Gorge, and then further south the use of freight convoys to get freight moving more easily between Taupo and the Hawkes Bay on SH5.

The Association has worked with the various roading authorities to establish what sizes of loads can be transported, and then to ensure that there is good communication with the oversize industry so that everyone is up to date with the rapidly changing environment.

In all cases however there is a responsibility on those moving oversize loads, that routes checks are undertaken to ensure that loads can be moved on these routes, and that if required extra measures can be put in place so that this can be achieved safely. T&D

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Truck & Driver | 93

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A new Hog Haulage Volvo FH700 8x4 has been set-up to handle all types of flat-deck work. Primarily it will move concrete products, steel, and timber nationwide working with a 5-axle Roadmaster Hi-tensile trailer. The 700hp D16G produces 3150Nm of torque and is matched to the I-Shift 12-speed automated manual transmission and Volvo RTS2370B drive axles. Extras include a factory fridge, offset front rims, full Driver Safety Package, and factory load indicator.

Truck registrations strong despite Cyclone Gabrielle NEW TRUCK REGISTRATIONS CONTINUED ON A positive path in February, with registrations ahead of pre-Covid records.

The February performance of the truck segment is a marked contrast to the overall new vehicle market which experienced a downturn largely attributed to the widespread disruption caused by Cyclone Gabrielle.

Total registrations of 9,541 new vehicles for February were 23.7% down (2,960 units) on February 2022, and it was the lowest month of February since 2014.

According to NZTA provisional data, 476 new truck (with a GVM of 4.5 tonnes-plus) registrations in February is a 4.6% increase on the 455 sales in February 2022, and an increase of 22.3% increase on 2019.

Registration data shows trailer registrations making a slower start this year, from 108 total February 2022 registrations to 96 this year. Total YTD trailer registrations are however just 1.0% behind 2022 registrations, but still 13.9% behind the record of 223 in the first two months of 2018.

FUSO continues its leadership in the truck market by achieving 99 registrations in February and 183 YTD. Isuzu also continued the new year strongly with 95 registrations for the month and 161 YTD, ahead of Hino with 65 for February and 122 total.

Behind the three Japanese brands in the 4.5t to maximum GVM truck segment, the February figures show 53 registrations for Scania (92/53) in fourth position YTD ahead of Volvo (48/27), DAF (39/21), Iveco (38/24), UD (34/17), Mercedes-Benz (31/15), and Kenworth (29/13) rounding out the top-10.

In the 3.5-4.5t crossover segment, Fiat (42/23) holds a clear lead ahead of Mercedes-Benz (28/22), Ford (26/14), Iveco (11/5), Ram (11/11), Chevrolet

(9/4), Renault (6/3), Volkswagen (6/4) and LDV (1/1) The 4.5-7.5t market segment is led by Fuso (88/45) ahead of Isuzu (39/26), Hino (27/13), Iveco (24/16), Volkswagen (12/7) and Hyundai (10/5).

The 7.5-15t segment sees Isuzu with strong February numbers (85/49) moving clear of Hino (32/20) and Fuso (27/16) with Foton (14/3) in fourth.

The small 15-20.5t category is led by Hino (12/7), ahead of Fuso (10/6), UD (6/2), Scania (4/3), Mercedes-Benz (3/0) and DAF (3/3).

And in the tiny 20.5-23t segment Hino doubled its yearly total (4/2) with two registrations while both Isuzu (1/1) and Fuso (1/1) now figure in this segment with just one registration each.

Scania improved its number one position for the month of February in the premium 23t to maximum GVM category with 50 registrations and now 88 new units YTD. Fuso (57/31) moves into second place ahead of Volvo (56/27). Hino (47/23) remains in fourth ahead of DAF (35/17), Isuzu (34/19), Kenworth (29/13), UD (27/15), and MAN (25/14) with Mercedes-Benz (18/9) rounding out the top-10.

There is no change at the top of the trailer market month on month with Fruehauf continuing at the top of the leader board for second consecutive month.

Fruehauf (24/12) leads the market ahead of long-time leader Patchell (20/10). Next are Transport Trailers (17/8), Roadmaster (13/9), TMC (12/5), Domett (11/7), MTE (11/8) (who all tied in sixth YTD), TES (8/4) and Tidd (6/2) while Transfleet (5/1), Fairfax (5/3), MJ Customs (5/3) share 10th spot YTD with five registrations each. T&D Truck & Driver | 95

A new Isuzu Giga 8x4 for Himmat Mishrawan is based in Henderson and carries general freight around the Auckland metro area. The CYJ400 VC36 has 400hp with 16-speed MJX16 automated transmission and Isuzu RT210 diffs. The Isuzu is fitted with an Alimax Flexisider 8.81m body with front half mezzanine deck, 2t Zepro tail lift and Strap n Go 16-pallet system. The Daily Freight paint and branding was completed by CFX Truck Painters.

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

Vol 183 161 122 92 60 39 38 34 31 29 27 18 14 12 5 3 3 2 2 1 876

2023

% 20.9 18.4 13.9 10.5 6.8 4.5 4.3 3.9 3.5 3.3 3.1 2.1 1.6 1.4 0.6 0.3 0.3 0.2 0.2 0.1 100

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

Vol 42 28 26 11 11 9 6 6 1 140

2023

% 30.0 20.0 18.6 7.9 7.9 6.4 4.3 4.3 0.7 100

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

Vol 88 39 27 24 12 10 8 4 2 214

2023

% 41.1 18.2 12.6 11.2 5.6 4.7 3.7 1.9 0.9 100.0

February Vol % 20.8 99 95 20.0 65 13.7 53 11.1 30 6.3 21 4.4 24 5.0 17 3.6 15 3.2 13 2.7 16 3.4 6 1.3 8 1.7 7 1.5 4 0.8 0 0.0 0.2 1 0 0.0 1 0.2 0.2 1 476 100

February Vol % 23 26.4 22 25.3 16.1 14 11 12.6 5 5.7 4 4.6 3 3.4 4.6 4 1 1.1 87 100

February Vol % 45 37.8 26 21.8 13 10.9 16 13.4 7 5.9 5 4.2 4 3.4 3 2.5 0 0.0 119 100

Fuso and Isuzu out in front of February market 7501-15,000kg GVM Brand ISUZU HINO FUSO FOTON IVECO VOLVO HYUNDAI MERCEDES-BENZ UD TRUCKS MAN DAF Total

Vol 85 32 27 14 8 4 3 2 1 1 1 178

2023

% 47.8 18.0 15.2 7.9 4.5 2.2 1.7 1.1 0.6 0.6 0.6 100

February Vol % 49 48.0 20 19.6 16 15.7 3 2.9 5 4.9 3 2.9 2 2.0 2 2.0 0 0.0 1 1.0 1 1.0 102 100

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

Vol 12 10 6 4 3 3 2 1 1 42

2023

% 28.6 23.8 14.3 9.5 7.1 7.1 4.8 2.4 2.4 100

February Vol % 7 30.4 6 26.1 2 8.7 3 13.0 0 0.0 3 13.0 0 0.0 1 4.3 1 4.3 23 100

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

Vol 4 1 1 6

2023

% 66.7 16.7 16.7 100

January Vol % 2 50.0 1 25.0 1 25.0 4 100

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

Vol 88 57 56 47 35 34 29 27 25 18 5 5 3 3 2 1 1 436

2023

% 20.2 13.1 12.8 10.8 8.0 7.8 6.7 6.2 5.7 4.1 1.1 1.1 0.7 0.7 0.5 0.2 0.2 100.0

Trailers Brand Vol FRUEHAUF 24 PATCHELL 20 TRANSPORT TRAILERS 17 13 ROADMASTER TMC 12 DOMETT 11 M.T.E. 11 TES 8 TIDD 6 TRANSFLEET 5 FAIRFAX 5 MJ CUSTOMS 5 FREIGHTER 4 KRAFT 4 EVANS 3 JACKSON 3 MILLS-TUI 3 LOWES 3 HAMMAR 3 KOROMIKO 3 ADAMS & CURRIE 2 PTE 2 MTC EQUIPMENT 2 OTHER 23 Total 192

2023

% 12.5 10.4 8.9 6.8 6.3 5.7 5.7 4.2 3.1 2.6 2.6 2.6 2.1 2.1 1.6 1.6 1.6 1.6 1.6 1.6 1.0 1.0 1.0 12.0 100

February Vol % 21.9 50 13.6 31 11.8 27 10.1 23 7.5 17 8.3 19 5.7 13 6.6 15 6.1 14 9 3.9 0.9 2 1.8 4 0.0 0 1 0.4 1 0.4 1 0.4 1 0.4 100.0 228

February Vol % 12 12.5 10 10.4 8 8.3 9.4 9 5 5.2 7 7.3 7 7.3 4 4.2 2 2.1 1 1.0 3 3.1 3 3.1 1.0 1 3 3.1 1 1.0 0 0.0 1 1.0 1 1.0 2 2.1 2 2.1 0 0.0 1 1.0 1 1.0 12.5 12 96 100

MVNBRD is the first new Scania in 20 years for Andrew and Gayle Douch of Rotoruabased Douch Transport. The R 620 B8x4NB is contracted to Goodman Fielder and is moving bread around the North Island. A Euro 5 620hp DC16 is teamed with Opticruise GRS0905R 12-speed AMT and RB662 hypoid rear end.

Full air suspension, disc brakes with ABS, EBS, AEB and adaptive cruise control are fitted.

The sleeper cab is equipped with V8 leather trim and fridge, and extra features include Dura-Bright alloys. Peak Panel & Paint painted the cab with signwriting by Sign Edge Rotorua. Roadmaster built the chilled curtain sider body and 5-axle trailer.

Formation Earthworks at Kaiwaka have a new Hino 700 Series FS 2848 driven by Gareth on construction and earthworks jobs. The Euro 6 480hp 6x4 has a 16-speed TraXon AMT and air suspension with inter-axle differential and cross locks.

A new Isuzu FYJ 350 concrete mixer is working for 1Galgo Transport based at Auckland Airport. The 8x4 with 5080mm wheelbase has a 350hp Euro V six-cylinder, Allison 4430 Series 6-speed automatic and Meritor MT14X tandem axle. The wheelbase was modified for mixer work by Kiwi Bus Builders in Tauranga with the electrical fitout completed by CAL Isuzu. A Technical Welding Services bowl is fitted.

Truck & Driver | 97

This K200 Aerodyne is the first new Kenworth purchased by Ongarue Transport Ltd based at Manunui, on the outskirts Taumarunui. The company was founded in 1973, initially based in Ongarue village. They predominantly cart livestock, fertiliser, and wool. The truck is named “The Legacy” as a tribute to former owner Bryan Wood. A 600.615hp Cummins X15 is teamed with Eaton RTLO20918b manual 18-speed, Meritor 46-160 rear axles with full X-locks, Hendricksen Primaax rear suspension and CTI. Features include Dura-Bright alloys, disc brakes, dual air intakes, fridge, painted drop visor and 10 grill bars powder coated in black. Truck and trailer body built by Domett’s and fitted with Nationwide crates.

A new Western Star 4884 FXC Day Cab has joined the Taranaki-based G.J. Sole logging fleet. A 500hp Cummins ISX powers the Western Star with an Eaton Fuller RTLO 22918B transmission with 4.30:1 final drive ratio. The 8x4 runs on Meritor MFS-16 front suspension with taper leaf springs and Meritor RT 46-160GP rear axles with Airliner suspension.

Alcoa alloys and a Bigfoot CTI system are fitted. Brokers Tauranga painted the Western Star with graphics by Caulfield Signs. Mills Tui logging gear with sliding front bolsters are fitted to the truck with a refurbished 5-axle Kraft trailer.

98 | Truck & Driver

MTD Trucks has delivered a new 600hp Volvo FH16 8x4R which is moving general freight on Hawke’s Bay roads for Wood Transport of Twyford, Hastings. Grant Wood is driving the Volvo equipped with a Fruehauf curtain sider and working with a 5-axle trailer. The FH16 has a AT03112 transmission with Volvo’s hydraulic retarder and RTS2730B rear axles specced with 3.40:1 final drive ratio.

Shaun Dickie (Buckweed) and Lydia Dickinson of Duo Transport from Bell Block, Taranaki have a new Kenworth T909 for long haul work. The T909 carts bailage wrap for farmers which is imported and sold NZ wide by Lydia’s business, Independent Wrap Ltd. Power is provided by a Cummins X15 620hp Euro 5 with RTLO20198 18-speed manual and Meritor MT21165 rear axles on Kenworth air suspension. Exterior features include Dura-bright alloys, quad fuel tanks, stainless bumper and painted chassis covers. The Aerodyne 50-inch sleeper boasts a fridge, full wardrobe, table, and shelves.

Shaun rebuilt the quad trailer with new axles, alloy wheels, curtains, and guards.

Hamilton’s Mark Olds has a new Mercedes-Benz Arocs 3263L 8x4 curtainsider hauling dairy products and general freight around the North Island. With 630hp, the Arocs has a 12-speed Mercedes-Benz G330-12 transmission and hypoid rear axles. Roof lamps, Dura-Bright alloys and Mirrorcam are fitted and the Bigspace Cab features leather seats. It’s the first Mercedes-Benz for Mike’s operation and works with a 5-axle Roadmaster trailer.

Jaz Hector from Hancocks Wine, Beer & Spirit Merchants in Wigram, Christchurch is making beverage deliveries in a new Isuzu N-Series. The 2023 model NLR250M 4x2 has a 150hp Euro 5 engine, six-speed automated manual transmission and Isuzu R050 rear axle. The Isuzu has a 4.6m curtainsider body built by Tradesmen Motorbodies and is equipped with a 1t Palfinger tail lift and curtains by StructurFlex.

Truck & Driver | 99

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