NZ Truck & Driver July 2023 by NZ Truck & Driver

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| July 2023

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BIG TEST ’High tech, low ride’ | FLEET FOCUS A Nu-beginning for an old name | FEATURE: Brisbane Truck Show Highlights

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The Official Magazine of

ISSN 2703-6278

Issue 269

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CONTENTS Issue 269 – July 2023

News

The latest from the world of road transport including…. New Zealand celebrations for 100 Years of Kenworth are confirmed…. A Kiwi-built electric truck is moving containers around Auckland…. Daimler Truck begins hydrogen combustion trial…. The mighty new Peterbilt 589…. Safety and efficiency updates for the UD Quon line-up and the new Kopaki rail overbridge on SH30 is open.

cars and also has a marine painting division, but it’s trucks which remain the passion of `Goose’ Haddock.

Giti Tyres Big Test

High tech, low ride: The Iveco S-Way is among the newest European trucks on New Zealand roads. Horotiu-based Hanes Transport have put the flagship 570hp model to work with an innovative semi-trailer of its own design.

Transporting New Zealand

Interim Chief Executive Dom Kalasih seeks clarity on some recent roading resilience announcements and asks why the roll-out of roadside drug testing is delayed.

Teletrac Navman Fleet Focus

Nu-beginnings for an old name: Tauranga’s Nupin Transport is a new name in the transport industry. But many readers will remember Nupin Distributors from the 1980s and 1990s and its Kenworth fleet. There’s a direct family link between the two.

FEATURES: 54

Brisbane Truck Show

Attendance records were broken as the crowds turned out to see the new metal and future technology on display at the Brisbane Truck Show.

REGULARS 80 81

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

Pristine and Patina

One of the side attractions of the Brisbane Truck Show is the big Heritage Truck Association show held at Rocklea Showgrounds.

CrediFlex Recently Registered

May registration data figures were slightly down on the same month last year, but the New Zealand new truck market continues to achieve record volumes. Plus, our monthly gallery of new trucks on the road.

COLUMNS

Downtown Delivers

It’s not just inside the Exhibition & Conference Centre that the truck industry makes it presence felt at the Brisbane Truck Show. Some of the most interesting displays are located in the Southbank Plaza area.

Shining in Southland

The town of Gore turned on perfect winter weather for its popular King’s Birthday weekend truck show.

It’s a Big Job

Newly appointed Paccar Australia Managing Director Damian Smethurst outlines plans for the Kenworth and DAF brands in Australia and New Zealand.

Southpac Trucks Legends

Double Coin Tyres NZ Transport Imaging Awards

It’s Political

Each month New Zealand’s major political parties are given the opportunity to offer their opinions on issues affecting the road transport industry. This month the ACT and National parties take a pre-election look at issues facing transport in New Zealand.

National Road Carriers Association

CEO Justin Tighe-Umbers looks at safety and compliance issues and the need for a robust road transport accreditation programme.

NZ Heavy Haulage Association

NZHHA Chief Executive Jonathan Bhana-Thomson takes a look at the conditions related to Overweight permits.

Some of the best looking trucks on the road are painted in Whakatane by Haddock Spraypainters. The company repairs and paints

MANAGEMENT

ADMINISTRATION MANAGER

Publisher

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

Sue Woolston

Advertising

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

Sue Woolston Phone

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

accounts@trucker.co.nz

SUBSCRIPTIONS accounts@trucker.co.nz 021 411 950

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

EDITORIAL Editor

Colin Smith 021 510319 colin@trucker.co.nz

Associate Editor

Brian Cowan

CONTRIBUTORS

Ian Parkes Olivia Beauchamp Gerald Shacklock Murray Beck Geoff Ridder

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

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

Phone Freephone Postal Address Street Address Web

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

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NEWS

Next year’s centenary show will build on the success of the 50 Years of Kenworth in New Zealand event held in 2014.

Massive Kenworth show this summer WITH NINE HECTARES OF SPACE providing room for about 1500 trucks, the Mystery Creek Events Centre near Hamilton is the venue for New Zealand’s massive Kenworth 100 Years celebration early next year. Southpac Trucks has announced the centenary event will place on Waitangi Weekend 2024 (Saturday February 3). It marks the global centenary of the Kenworth marque. The Kenworth-only show will eclipse

any single brand truck show ever staged in New Zealand – including the turnout of 301 Kenworths hosted by Southpac Trucks at Mt Maunganui’s Baypark venue in 2014. “Kenworth owners are known to be passionate about the trucks they run. We want to bring them together in one place to celebrate the best of the brand by hosting this show,” says Southpac Trucks General Sales Manager, Richard Smart. Even with the huge 9-hectare footprint set

The Mystery Creek Events Centre offers 9-hectares of space for a massive Kenworth truck show.

4 | Truck & Driver

aside for the show at Mystery Creek, Richard says registrations will be essential. They will open during July via the Southpac Trucks website with updates also available on the Facebook page. There will be prizes across a range of categories, and those bringing a truck will receive a special 100 Year commemorative pack on arrival. Planning for the event began in early 2020 and initially it was to be held earlier this year. Those plans were put on hold during the Covid-19 travel restrictions and uncertainty of recent years. “There has been so much enthusiasm for the concept of a 100-Year celebration that it was an easy decision to go ahead with the February 3 show, and a two-day lead up beforehand,” says Richard. Southpac says a commemorative range of flags, banners and merchandise will be available for purchase to mark the celebration. The event aims to build on the success of the 50 Years of Kenworth in New Zealand show held at Baypark in 2014. “Many will remember the stunning view of the brand new conventionals and cab-overs lined up when entering the gathering at Baypark,” says Richard. “The scale of the 2024 venue means a line-up five times longer than this – half a kilometre of Kenworth grills in one row alone.” T&D

NEWS

The Kahu EK16 is the first of four trucks that ContainerLink will have at work before the end of this year.

Kiwi-built EV container mover CONTAINERLINK’S AUCKLAND OPERATION IS TWO months along the road to building experience with the first of its Kiwi-built Kahu EV electric trucks. The Kahu EK16, built in Ashurst by Kahu EV went on the road in midApril and has been carting empty containers port-to-depot and depot-todepot around Auckland, based from the company’s Oak Rd premises in Wiri. ContainerLink has three more Kahu trucks on order with the next in line scheduled to start work towards the end of August. Brent Batters, General Manager Transport for ContainerLink, says the Kahu trucks have been in the planning stage since 2021 and are joining a smaller Isuzu-based SEA Electric unit the company already operates. ContainerLink is a division of Container Co NZ Ltd. Brent says company owner Ken Harris and daughter Margaret Harris are keen to be early adopters of electric truck technology. The Kahu EK16 at work for ContainerLink is a 4x2 with a 7410kg tare weight and 12-tonne GVM towing a Fruehauf skelly dual-axle semi. It can move three 20-foot containers or alternatively one 20-foot and one 40-foot container. Kahu is also developing a 6x2 version of the EK16. The first truck is typically working between the Port of Auckland, Panmure and Wiri. “Almost all of our work is moving empty containers locally around Auckland and an EV is ideal for that application,” says Brent. The company has also installed a fast charger at Oak Rd which is recharging the truck from 20-80% in about 38 minutes. “Wayne, who is driving the truck, typically gets two or three loads done and then takes his 30-minute break while the truck is recharging,” says Brent. “Then he’ll probably get a couple more loads done. That’s as good as it

gets in Auckland. “One day we ran without topping up and from 100% charge at the start to 20% we travelled 170km. “Wayne has been an important part of the project. He’s really enthusiastic and knowledgeable about new technology and he was the obvious choice. “He’s been sending his feedback to Kahu EV and we’ll probably involve him in the roll-out for the new units in Tauranga and Napier.” Brent says the decision on where the fourth unit will be deployed will be made after ContainerLink reviews workloads in Auckland and Tauranga. Mark Crouch, Kahu EVs General Manager Commercial, says the ContainerLink EK16s are built specifically to suit the inner-city container role. “The important thing is the truck is not a conversion of a diesel truck. We sourced a new cab/chassis from Dong Feng in China and added all of our operating systems and battery management,” Mark says. “From the bare cab/chassis we added the major drive line components, motor and batteries, as well as doing new suspension, adding the fifth wheel, and so on. Our proprietary electric vehicle management and control system keeps everything working. “The second truck is almost finished and ContainerLink will have all four by the end of the year.” Manawatu-based Kahu EV was formerly known as Zero Emissions Vehicles and has developed a number of specialised EVs including a battery electric rubbish compactor truck and a Toyota LandCruiser 4x4 with battery electric powertrain that has BHP certification for underground mine sites. Kahu’s major project at present is development of an electric farm feeder wagon in a partnership with German manufacturer Strautmann. T&D Truck & Driver | 5

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NEWS DHL is using biofuel to reduce emissions from its F1 logistics role.

Biofuel moving Formula 1 A FLEET OF 18 NEW TRUCKS RUNNING ON BIOFUEL IS reducing carbon emissions from DHLs support of Formula 1 races in Europe this year. The sustainably fuelled trucks, capable of running on HVO100 drop-in fuel (hydrotreated vegetable oil), will be delivering at all European F1 races in 2023. By doing so, each truck can reduce carbon emissions by 60% when compared to standard fuels. “As an industry leader in green logistics, the 18 trucks further contribute to a lower emission DHL fleet, where we show to our fans and customers that it is possible to bring the excitement of F1 races around the world in a sustainable way,” says Arjan Sissing, Head of Global Brand Marketing at Deutsche Post DHL Group. The new trucks reduce carbon emissions while maintaining the same level of performance in terms of load capacity and travel distance as their diesel counterparts. Also, the handling of biofuel is safer than bunkering diesel from an environmental and security perspective. Each truck can transport up to 40 tonnes and travel up to 3,500km per 1,000-litre tank. “For the European F1 leg the trucks run entirely on HVO100, which is a second-generation biofuel, meeting the standard EN15940 for paraffin fuels, as well as a drop-in fuel,” says Paul Fowler, Head of DHL Motorsports Logistics. Creating a more environmentally sustainable future has been a key part of the partnership between DHL and F1. This includes testing more

advanced technologies for the future, leveraging multimodal transport solutions, including overland and ocean freight, and using more Boeing 777 aircraft, which reduce carbon emissions by 18% compared to a traditional 747 freight aircraft. DHL also equips its trucks with GPS to monitor fuel consumption and optimise routes. This season, the DHL motorsport team will cover around 150,000km, transporting up to 1,400 tonnes of freight per race. In addition to the race cars, tyres, spare parts, and fuel, broadcasting and hospitality equipment are also transported to the desired destination. DHL also provides comprehensive track and trace of the cargo while in transit, as well as custom brokerage, pickup, and customs clearance services. “We operate on a global scale and DHL plays a critical role in delivering the races and helping us address the logistical impact we have as a World Championship,” says Ellen Jones, Head of ESG at Formula 1. “Together we are continually looking for more sustainable solutions, and through innovations such as the biofueled trucks we’re able to take significant steps forward in reducing our carbon emissions and achieving our sustainability goal of being Net Zero by 2030.” As part of Deutsche Post DHL Group’s Sustainability Roadmap to accelerate sustainable business by 2030, the company is investing €7 billion in clean logistics operations to reduce emissions. The funds will focus on sustainable aviation fuels, road fleet electrification, and climate-neutral building design. The introduction of sustainable fuels on long haul road transport is also included in this investment plan. T&D

Special delivery

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DUNEDIN’S UNIQUE AND POPULAR SPECIAL RIGS FOR Special Kids day is about to celebrate its 30th year with a big turnout expected on Sunday August 27. The annual event provides an unforgettable experience for children with special needs, offering a unique trip in a large truck followed by a function where food, drink and entertainment is provided. The event, first staged in 1992, is run entirely by volunteers while the Police also have officers who volunteer their time to help lead the convoy, do point duty, and help with traffic flow. St John Ambulance also provides volunteers to help if any medical needs arise during the event. Last year Special Rigs for Special Kids saw a convoy of 220 trucks travelling through Dunedin and Mosgiel with residents lining the streets to watch the parade. The assembly point and function venue is the Edgar Centre in

Trucks ready to roll out at the 2022 Special Rigs for Special Kids day. Photo David Kinch Portsmouth Drive, Dunedin from 8.30am. Further details from greg.inch. nz@gmail.com or 0274 358-508. T&D Truck & Driver | 7

NEWS Limited space for battery packs or fuel cell technology makes the Unimog well suited to a hydrogen combustion engine.

Hydrogen Unimog project underway AMONG THE MANY SPECIALISED ROLES HANDLED by the iconic Mercedes-Benz Unimog is that of implement carrier. That work can include mowing steep slopes at the side of the road, maintaining green areas, giving the lawn on the sports or golf course the perfect cut or clearing the road in winter. For these and many other tasks, service providers need an implement carrier that is not only reliable and powerful but also light and compact. The implement carrier role places high demands on output, performance and payload. However, as space is limited, the installation of a purely battery-electric drive or hydrogen-based fuel cells for future models would be challenging. So Daimler Truck has another hydrogen programme underway with a Unimog prototype powered with a hydrogen combustion engine. The Unimog prototype is part of Germany’s publicly funded WaVe project, which is examining the extent to which the tasks of a conventional diesel engine as a multi-power distributor for the traction drive and all power take-offs can also be performed by a hydrogen-powered combustion engine in the future. Mercedes-Benz Special Trucks is the consortium leader of the project, funded by the Federal Ministry for Economic Affairs and Climate Action, and being implemented jointly by 18 partners from industry and science. The project began in July 2021 and the first test phase of the H2 engine was successfully completed on a test bench in mid-2022. The engine 8 | Truck & Driver

together with fuel tank, safety and monitoring systems were installed in the Unimog earlier this year, and initial tests in driving operation were carried out. In the second quarter of 2023, the prototype will be equipped with a body implement for mowing in order to gain further insights into work mode. “With our Unimog, which can be used all year round, we have been highlighting the diversity of the implement carrier for decades in fields of application such as green area maintenance, horticulture and landscaping or winter service, among other things,” says Franziska Cusumano, the recently appointed Head of Mercedes-Benz Special Trucks & Custom Tailored Trucks. “At the same time, we have a firm eye on the future and, as consortium leader of the WaVe innovation project, we are also committed to the decarbonisation of the working machine sector,” she says. “This underpins Daimler Truck’s ambition to only offer climate-neutral new vehicles in driving operation in its core markets by 2039 by presenting a first prototype of the Unimog with a hydrogen-powered combustion engine within the framework of this research project.” By 2039, Daimler Truck intends to offer only climate-neutral new vehicles in driving operation in its core global markets (EU30, USA and Japan). In order to achieve this objective, the company is consistently pursuing a dual strategy in the electrification of its portfolio by developing both battery and hydrogen-based drive systems. T&D

NEWS

The electric Rosenbauer fire truck for Christchurch airport will be based on this city fire unit design.

EV world-first for Christchurch Airport CHRISTCHURCH AIRPORT PLANS TO HAVE A WORLDfirst Rosenbauer electric fire and rescue truck in service in 2025. The airport has signed up to buy the first electric airport fire truck to be built by Austrian manufacturer Rosenbauer International AG. Head of Aviation Operations Tim Morris says it’s another step towards Christchurch Airport having an entirely hybrid/electric fleet. “We are keen to accelerate the airport’s transition to clean energy trucks, and in the next few years, will replace all four trucks as new Rosenbauer models become available, until our whole fleet runs on green energy,” he says. Testing in Europe indicates the new airport fire truck could reduce fire service diesel usage by more than 75%. America’s first electric Rosenbauer city fire truck is already working on Hollywood streets, with the manufacturer and airport both monitoring its performance. Rosenbauer Australia and New Zealand Managing Director, Arthur Weimer, says the company applauds Christchurch Airport’s sustainability progress of recent years, as well as its ambitious plans for the future. “We understand how the Kōwhai Park green energy development near the runway will enable New Zealand’s low carbon future,” he says.

“The new truck, Rosenbauer RT, will be hybrid/electric with further developments to hydrogen in the future. That will be well placed to take advantage of the airport’s intention to include green hydrogen within Kōwhai Park.” The airport fire leaders and Rosenbauer have confirmed specification choices for the Rosenbauer RT ARFF (Airport Rescue and Fire Fighting) Fire Truck, which will be built over the next 20 months and is likely to be here in 2025. Tim Morris says replacing the large diesel engine with a significantly smaller electric generator, a range of configuration, safety and operational improvements are possible. “It’s good news for our fire fighters, including ergonomic improvements, more cameras for improved visibility, a different crew cab structure, and options to give a scene overview,” he says. “The Rosenbauer RT Electric Fire Truck‘s new technology will give our teams the ideal combination of ‘clean energy’ operation, required compliance and firefighting capacity at all times.” Other benefits include lowering of future operational expenses due to the hybrid/electric technology with fewer moving parts and a significant saving in fuel costs. T&D

Countdown to Hall of Fame `23 THE TWELFTH GROUP OF INDUCTEES INTO THE Mobil 1 Delvac New Zealand Road Transport Hall of Fame will be celebrated at the annual gala dinner in Invercargill on Friday September 29. Bill Richardson Transport World hosts the event with ticketing set to open in July. The black tie gala dinner begins at 5.30pm and will continue till midnight. Earlier the same day there’s also an exclusive Inductees and Sponsors luncheon be held at Bill Richardson Transport World from 12.00pm till 2.30pm, offering an opportunity for attendees to engage in a relaxed setting. Established in 2012 with an inaugural class of eight inductees, there are now 63 members of the Hall of Fame recognised for their contributions to the New Zealand road transport industry. T&D

The NZ Road Transport Hall of Fame gala dinner takes place on September 29 in Invercargill.

Truck & Driver | 9

NEWS

Isuzu and Honda in hydrogen collab ISUZU PLANS TO BRINGS ITS FIRST HYDROGEN FUEL cell-powered heavy truck to market in 2027 as a result of collaboration with Honda. The two Japanese companies have a new agreement which sees Honda developing and supplying the fuel cell system for Isuzu. It’s another transfer of fuel cell expertise from the automotive sector to heavy commercial vehicles similar to Hyundai developing the XCIENT Fuel Cell truck and Toyota working with PACCAR on programmes in North America. Honda’s experience with fuel cell cars dates back to prototypes as early as 1999 and it launched the Honda Clarity FCV in 2008. Isuzu and Honda believe that fuel cell technology, utilising hydrogen as fuel resulting in no CO2 emissions, will be effective to achieve carbon neutrality of heavy-duty trucks which are required to address large load capacity, long-time use, long-distance driving and the need for quick refuelling. Since the signing of an agreement in January 2020, to conduct joint research on heavy-duty trucks utilising fuel cells (FC) as the powertrain, the two companies have been working toward the establishment of a foundation for basic technologies such as ensuring the compatibility of fuel cells and heavyduty trucks and the development of vehicle control technologies.

The two companies plan to start demonstration testing of a prototype truck on public roads during the first quarter of next year. T&D

The joint hydrogen fuel cell programme between Isuzu and Honda aims to have a prototype testing on public roads in early 2024.

Changes to Penrose bridge height warning THE SENSORS AND SETTINGS FOR THE PENROSE Bridge Over Height Detection System (OHDS) on State Highway 1 in Auckland are changing from July 1 2023. The Penrose Bridge is the lowest clearance bridge above the Auckland motorway network and Waka Kotahi says the change is necessary to reduce damage and disruption caused by bridge strikes and to keep road users safe. The OHDS was installed in 2015 to prevent over height vehicles/loads from striking the bridge, however since then the bridge has been subject to significant impacts resulting in costly damage. The most common causes of motorway bridge strikes include unsecured crane booms and digger arms, uncovered open containers, loose loads and loads that have shifted during transit. From July 1 all of the Over Height Detection System (OHDS) sensors will be set at the critical clearance height. Before the Ellerslie off-ramp (southbound)

10 | Truck & Driver

and the Mt Wellington off-ramp (northbound) if the OHDS is activated by an over height load it will display the message; “Over Height Take Next Exit”. If vehicles do not take the exit, the OHDS sign on the Penrose Bridge will display the message; “Over Height Stop”. If the OHDS warning is activated, Waka Kotahi advises moving your vehicle into the over height vehicle lay-by, to remain in your vehicle and wait for assistance. Responders will be dispatched. “The maximum legal vehicle height without a permit is 4.3 metres and if the OHDS activates, then you are at risk of striking the bridge,” says Paul Geck, Waka Kotahi’s Alliance Manager, Auckland System Management. If you see the lights, you are over height.” Over dimension vehicle permits can be applied for at: https://www.nzta. govt.nz/commercial-driving/permits/overdimension-permits/application-foran-overdimension-permit/ T&D

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

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NEWS NEWS

University begins Aussie H2 study PACCAR AUSTR ALIA IS WORKING WITH DEAKIN University in the state of Victoria to develop zero-emissions solutions for the Australian heavy haulage market. The programme was announced at the Brisbane Truck Show where PACCAR Australia displayed one of the 10 prototype Kenworth T680 Fuel Cell Electric Vehicles (FCEVs) in existence. The prime mover, which features Toyota-sourced fuel cell technology, was involved in world-first operational trials at the Port of Los Angeles during 2022. Deakin University’s hydrogen mobility programme Hycel includes a focus on the performance characteristics of a heavy vehicle hydrogen fuel cell powertrain. Deakin’s Hycel Deputy Research Director, Associate Professor Michael Pereira, says it is a unique opportunity to work with one the world’s most advanced hydrogen trucks. “Deakin specialises in industry-led research collaborations. Partnering with PACCAR Australia means our team has direct, hands-on access to the T680 to familiarise ourselves with its operability. This hardware is critical to complementing our laboratory work,” Pereira says. Hycel will first analyse data from the US pilot programme to understand how key elements of a hydrogen fuel cell powertrain perform and respond to operational demands. “From here, we are developing state-of-the-art computer simulation models to predict the hydrogen fuel cell system and powertrain demands

Victoria’s Deakin University has access to one of the Kenworth T680 fuel cell electric trucks for a study programme in Australia.

for Australia’s unique freight haulage conditions. “Specifically, we’re addressing the Australian transport sector’s demands to deliver more payload per truck over longer distances, when compared to other places in the world,” Pereira says. Research has begun on Deakin’s Waurn Ponds campus in Geelong and in the future will continue at the A$24 million Hycel Technology Hub, a bespoke hydrogen research, demonstration and training facility currently under construction on Deakin’s Warrnambool campus (due for completion in November 2023). With the heavy transport sector currently contributing an estimated 2% of Australia’s carbon emissions, the Hycel programme applies Deakin’s engineering, materials, data and IT expertise to assist industry in its transition from diesel to zero-emissions hydrogen solutions. Further to the mobility theme, Hycel also works with industry on new training and education programmes for the emerging hydrogen workforce. Deakin’s Deputy Vice Chancellor Research Professor Julie Owens says Deakin is combining research expertise in science, technology and education to meet the needs of Australia’s emerging hydrogen industry. “Decarbonising Australia’s heavy vehicle transport is a vital step toward reducing emissions and achieving reduction targets. As research and innovation partner to businesses like PACCAR Australia, we are thrilled to advance uptake of hydrogen in our nation’s clean energy future,” says Owens. T&D

Trucking Industry Show set for 2025 THE BIENNIAL TMC TRUCKING Industry Show staged by the NZ Trucking Association (NTA) in Christchurch will return to its traditional late summer date when it’s held in 2025. Covid disruptions cancelled the 2020 event and moved the 2022 edition from March into November. The next show runs on March 7-8, 2025. NTA Chief Operating Officer Carol McGeady says the 2022 TMC Trucking Industry Show was a huge success and plans are already taking shape for the next show. She says charities including St John, Rotary (special projects), local sports groups, Riding for the Disabled, and the NTA’s Education Engagement programme (Road Safety Truck) benefitted from donations totalling $71,400 following last years’ show. The 2022 event attracted 478 Show & Shine

entries and 130 exhibitors with McGeady estimating close to 40,000 visitors to the Canterbury Agricultural Park over two days.

Bookings for exhibition space in 2025 will open soon with existing exhibitors and sponsors being contacted first. T&D The TMC Trucking Industry Show last November saw 478 trucks entered in Show & Shine competition.

Truck & Driver | 13

NEWS

Record electric truck order IN THE LARGEST COMMERCIAL ORDER TO DATE FOR electric trucks, Volvo has signed a letter of intent to sell 1,000 electric trucks to Holcim, one of the world’s largest building solution providers, with headquarters in Switzerland. The company and its contractors will deploy the electric Volvo A mix of Volvo FH Electric (pictured) and FM Electric models make up the record order placed by Holcim.

trucks across Holcim’s operations in Europe between now and 2030. The first 130 electric Volvo FH and Volvo FM trucks will be delivered to markets including France, Germany, Switzerland and the UK during the fourth quarter of 2023 and throughout 2024. The agreement is a result of a wider partnership between Holcim and Volvo Group. “Long-term collaboration and a strong commitment to really make a difference are essential for making big CO2 reductions a reality. I’m very proud of the partnership we have developed with Holcim, and the results we are achieving together,” says Martin Lundstedt, President & CEO Volvo Group. By replacing 1,000 existing Volvo FH diesel trucks with Volvo FH Electric trucks using green electricity on a typical route, up to 50,000 tonnes of CO2 could be saved every year. “The net-zero transition requires deep collaboration across value chains. We are excited to be partnering with Volvo to decarbonize our European operations’ logistics with electric fleets, advancing our goal to reach 30% of zero-emission heavy-duty trucks by 2030,” says Jan Jenisch, Chairman and CEO of Holcim. Both companies are committed to the Science-based targets initiative, which drives ambitious climate action in the private sector. Both are also founding members of First Movers Coalition (FMC), a coalition of companies that use their purchasing power to create early markets for innovative clean technologies across eight hard-to-abate sectors. T&D

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Updated UD Quon arrives AN UPDATED UD QUON LINE-UP offering improved fuel efficiency and enhanced safety technology is now arriving in New Zealand. The range includes 8-litre 360hp models in 6x2, 6x4 and 8x4 configurations, with the 8x4 having an Allison automatic transmission. The 11-litre line-up begins with a 400hp 6x4 and also includes 430hp 4x2, 6x4 and 8x4 choices. The 460hp 6x4 and 8x4 models are the most powerful trucks in the UD range. Among the upgrades, the 11-litre GH11 engine now delivers up to 2.5% improved fuel economy. A new engine calibration and redesigned engine components sees the GH11 engine using up to 6% less engine oil. A high efficiency rear differential axle carrier also reduces drivetrain losses and eight of the Quon variants are equipped with the ESCOTVII 12-speed automated transmission that delivers faster gear shifting. The Quon also features the integrated ‘Nenpi’ fuel coach system displaying optimal fuel efficiency advice and driving techniques. An advanced fuel sending unit installed onboard provides more accurate fuel readings, alongside a redesigned fuel tank for 8-litre models

that provides higher ground clearance. An Idle Shut Down feature, which automatically shuts down the engine after a few minutes of idling during parking helps to enhance fuel economy and is available as an option. Advanced safety functions such as the Smart BSIS (Blind Spot Information System) monitoring both sides of the vehicle, Smart Lane Change Support and improved Smart Traffic Eye Brake are features of the enhanced Quon to protect Vulnerable Road Users. These also include the improved Smart Traffic Eye Brake that uses millimetre-wave radar and

a back-eye camera and monitor to detect any potential collision with a vehicle or other road users such as pedestrians and cyclists. It also has a new, upgraded Driver Alert System (optional in New Zealand) with an in-cab camera that analyses the positional relationship between traffic lane and vehicles and the driver’s steering, activating a two-step alarm and warning to alert the driver to take a break. These new features are additional to Smart Traffic Eye Cruise, Lane Departure Warning System and UD Stability Control already standard for the UD Quon. T&D

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11/4/2023 12:17 pm

NEWS

Bigger in Texas

The new Peterbilt Model 589 will go on sale in North America next year to replace the 389 line-up.

TEXAS TRUCK MANUFACTURER PETERBILT HAS replaced the Model 389 with a new square grille, long-bonnet and lavish chrome high performance heritage truck. The new Model 589 was given a big welcome with a launch event attended by over 3000 guests at the Texas Motor Speedway in Fort Worth on May 9. North American customers will be able to place Model 589 orders from August for 2024 delivery. The new Model 589 combines classic Peterbilt styling with advanced technologies and modern interior appointments. Design features include a robotically assembled cab, an aluminium bonnet, multiple sleeper configurations, wrap-around grille crown with triple bars, rectangular grille mesh, and the signature bird ornament — all features that are reminiscent of classic Peterbilt trucks. Other exterior features include 15-inch diameter air cleaners, vertical 7-inch exhaust stacks and exhaust shield, and exterior lighting package with LED daytime fender-brace running lights. “We have built the most iconic and aspirational trucks throughout Peterbilt’s history. The Model 589 takes cues from our heritage designs and incorporates essential customer feedback to bring it to life,” said Jason Skoog, PACCAR vice president and Peterbilt general manager. “It is an exceptional looking truck that is distinctly Peterbilt in its bold style and superior workmanship, supported by best-in-class technologies to delight drivers time on the road.”

Engine choices for the Model 589 are the Paccar MX-13 and Cummins X15 with traditional 18-speed manual and automated transmission options including the new Eaton-Cummins Endurant 18-speed. Technologies to support maximum performance and uptime include an air-assisted hydraulic clutch on manual transmissions, which reduces driver fatigue and maintenance. The latest collision mitigation systems improve driver safety while predictive cruise control has been incorporated to lessen the environmental impact of a traditional truck. Feedback from Model 389 drivers helped shape the interior design of the wider cab, which starts at the entry with larger tread steps. Inside , a new instrument panel offers reduced glare and better visibility. The interior of the first 589 units Model 589 production will be enhanced with an individually numbered special plate installed on the passenger side dash. Also announced at the launch is a Model 589 Legendary Package which further enhances the connection to Peterbilt’s heritage with bold features like the vintage Peterbilt script flanked by stunning spears on the side of the hood. It also includes exclusive brightwork on the polished fenders and bright rockers. The Legendary Package interior gives another nod to tradition with rich leather-grain seats that include a script logo in the headrest and unique stitching and exclusive interior badging on the door pad and dash. T&D

Truck & Driver | 17

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NEWS

The new overbridge opened mid-May meaning trucks above 6-tonnes no longer must take a 12km detour. Downer photo. TRUCKS CAN NOW USE STATE HIGHWAY 30 AT KŌPAKI again, following the opening of a new rail overbridge in late-May. A detour around SH3, SH4 and Kōpaki Road has been necessary for trucks weighing more than six tonnes due to the condition of the old wooden overbridge across the Main Truck rail line. The detour added 12km to the journey. All vehicles are now using the new overbridge, initially with a 30kph

speed restriction as the bridge and approaches are freshly sealed. Waka Kotahi says keeping speed down is essential to help the chip seal bed in. Construction of the new bridge began in 2021 and its completion provides safer and more reliable journeys for communities along SH30 between Te Kūiti and Maniaititi/Benneydale in the King Country region. With the new overbridge now open to traffic, the old one is closed and its ageing timber structure is being disassembled. T&D

New Hamilton hub for DHL DHL SUPPLY CHAIN OPER ATIONS HAVE BEEN expanded with the opening of a new transport hub in Hamilton. The new hub located in Arthur Porter Drive, Te Rapa, further bolsters final-mile delivery capabilities in areas outside of Auckland. Fitted with state-of-the-art technology and equipment, the new transport hub will better meet the needs and expectations of regional customers. “This is the latest addition to our two-year transport network development strategy, following on from the establishment of our Whangarei, Tauranga, and Hawke’s Bay transport hubs,” says Matt Casbolt, Managing Director at DHL Supply Chain New Zealand. “With the addition of our new Hamilton hub and existing network, we are proud to now provide last mile and line haul services to customers in regions and key markets that represent over 50% of the country’s GDP. “Our goal is to continue delivering an exceptional transport service to our customers, enabled by great people, a strong network presence, and partnering with the best transport service providers.” The new hub services customers across all sectors that require a high service standard in deliveries, including consumer goods, life sciences, healthcare, engineering, and IT sectors. The facility brings DHL’s market-

leading compliance, training, and health & safety procedures to this market. DHL’s investment in regional areas is helping to enhance the resilience of supply chains in New Zealand, especially in the wake of recent global supply chain disruptions. As part of this investment, DHL plan to open further hubs later this year and into 2024 to support ambitious growth plans for the New Zealand market. T&D The new DHL Supply Chain hub is located in Arthur Porter Drive.

Truck & Driver | 19

◀

Check out our website to see the latest photos and videos of the latest units delivered to customers. Go to www.transporttrailers.co.nz or scan this QR code with your smartphone camera.

excellence through passion

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

sales@transporttrailers.co.nz

TransportTrailers

BIG TEST

22 | Truck & Driver

Story Colin Smith Photos Gerald Shacklock

Truck & Driver | 23

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The blue, silver and white livery of Hanes Transport are well suited to not only the new Iveco S-Way, but also the TRT widening trailer.

N INNOVATIVE KIWI TRAILER DESIGN HAS FOUND A European workmate in one of the first new generation Iveco S-Way models to go on the road in New Zealand. With its eyecatching blue, silver and white livery, Horotiu-based Hanes Transport is creating some interest on Kiwi highways with its new Iveco S-Way 570 6x4 towing a one-of-a-kind Hanes-TRT 3-axle widening forklift semi-trailer. The 570-horsepower engine sits at the top of the new generation S-Way line-up which also includes 360hp 8.7-litre, 460hp 11.1-litre and the 13-litre in 530hp and 570hp choices. The top-of-the-range 570hp Cursor 13-litre six-cylinder develops a strong 2500Nm arriving at 1,000rpm and flat-lining till 1,605rpm to provide a wide spread of torque. The 12-speed automated manual transmission – which Iveco brands as the Hi-Tronix – is a ZF-sourced unit. It’s standard fitment in New Zealand on the high horsepower S-Way models. All of the engines are compliant with the latest Euro 6 (Step E) emissions standard through the use of Iveco’s HI-eSCR emission control technology – a single after-treatment system featuring passive DPF (Diesel Particulate Filter) regeneration which does not require driver intervention. Iveco says reduced fuel consumption, a lower tare weight and no requirement for additional cooling (as passive DPF regeneration occurs at a lower temperature) are benefits of this approach compared to EGR and SCR solutions. New S-Way also offers multiple cab sizes and three roof height choices with the Hanes truck being the roomiest AS sleeper cab and high roof configuration. This stylish new arrival joins a Hanes Transport fleet which also includes a Kenworth, two Freightliners, a Scania trio, a single

Volvo, and an older Iveco. Plus, there’s a DAF 4x2 and some smaller Mitsubishi trucks used for around town work. There are also four pilot vehicles and to expand on the theme of brand variety even further, a 150-tonne Mack Titan heavy haul unit is currently in build. Hanes Transport specialises in moving a wide range of new and used machinery nationwide. Director Simon Hanes says the S-Way was selected on “the off chance” after a visit from an Iveco salesman and follow up discussions with Elliott Barnard to conclude the deal. The new trailer was nearing completion and the lengthy delivery times for many brands was likely to further delay getting it into regular work. “It [the S-Way] was in-stock and I think it looks way better than the old model,” says Simon. “So, it was availability and the fact our old Iveco has been a good truck that made the decision. The old Iveco had got me over the line a few years back. “And Iveco has now got a good warranty and service intervals.” For this New Zealand Truck & Driver Big Test, the truck and the trailer are an integrated package. It was during Covid that Simon formulated the ideas for a low deck height trailer suitable for long haul moves of taller equipment – such as reach stackers and large forklifts – without the on-road compromises involved with small wheel trailers. Simon explains that customers can save both money and time because larger size equipment that can transported without requiring partial disassembly to meet height restrictions. “It’s one of one,” says Simon. “It’s built for doing long haul work at a decent weight, and it has a Truck & Driver | 25

Above: The trailer was designed by Simon Hanes to combine a 500mm deck height with full-size tyres. Below: There is easy access for routine checks and servicing.

26 | Truck & Driver

500mm deck height on the road.” A key to Simon’s design is the widener capability. The “cassette” packaging of the independent rear axles allows for full-size wheels and Super Single tyres on the trailer. The likes of 14-tonne diggers and 12-tonne forklifts can be driven straight onto the trailer when the widening procedure is completed via push button control. “TRT do the technicalities of my ideas,” says Simon. “They’ve done some of earlier ones and I’ve got ideas for a few more in the future.” The 3-axle semi has a 10.1-tonne tare weight and is at present permitted for a 20-tonne payload. On the road the trailer measures up at 2730mm wide and is 3880mm wide when it’s being loaded. “Once we get a handle on the trailer and its capabilities, I can see us doing all sorts of work. Especially moving those machines with tall, ugly masts that nobody wants to cart,” says Simon. Simon explains the truck is still a work-in-progress at the time of this NZ Truck & Driver test in May. He’s waiting on some switches to arrive before the accessory lighting can be used and there’s also a Navman system to be installed. The final look of the truck was also still to be settled with some accessory side skirts being considered. Simon reckons they would tidy up the appearance of the left hand side of the truck and put the finishing touches to a stylish looking rig. The stripes and signwriting work on the S-Way was completed by Hot Shot Signs in Hamilton. That includes the Anzac tribute mural across the rear of the cab, a theme which is a signature on all of the Hanes Transport trucks. Hamilton-based Pete Cunliffe previously drove the Hanes Transport Volvo FH16 or a couple of years before getting the keys to the new S-Way. His typical routes include twice monthly runs to Christchurch and depot-to depot work across the North Island. Pete’s working career includes time in farming and managing a

N 3

4 p A

kiwifruit orchard and he began full-time driving about 20 years ago. “I started in a little Volvo 460 truck and four-axle trailer and progressed up the ranks and ended up driving a new DAF truck and trailer. This is the second brand new truck I’ve had,” Pete says. He’s also spent plenty of time behind the wheel of a Freightliner Argosy truck and quad trailer combination and some time in an MAN. “They tell me Iveco has come a long way, but having never driven one before I wouldn’t know,” says Pete. Pete moved on from StraitNZ about two years ago to drive the Hanes Transport Volvo FH 700. “I pretty much fell into the job. I knew a guy who was driving for them, and we were on the ferry one day and he asked me casually if I wanted a change? I knew the driver on the Volvo was leaving. “Then I met Simon on the boat. He said he’d be in the yard on Saturday, so I went down and had a yarn with him. “It’s interesting work and it’s a change from driving a flat deck on linehaul. There’s more variety in the work and the company has a way better family atmosphere. It’s small with only half-a-dozen drivers. “Simon and the family appreciate what you do and you’re happy to go the extra mile for them when something has to be done. “And Simon likes his gear looking smart.” Pete’s work involves shifting forklifts, stackers and construction equipment. “Those combis that they use at Mitre 10 and Placemakers – I shift a lot of those around,” he says. Our load from Horotiu across to Mt Maunganui is a Jungheinrich four-direction forklift with a couple of forklifts to pick-up from the Mount for the backload.

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Hendrickson_Truck&Driver_July2023.indd 1

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24:22 AM

Above (left): Accessory lighting has been fitted but there was a delay with the switches.

Above (right): Registration plate spells out both brand and job description for the Hanes Transport S-Way. Below: On the way to the Waikato on the downhill run from the Kaimai summit. There is only 7300km on the Iveco’s odometer during this test and Pete has already made a run to Christchurch and returned via New Plymouth. His first impressions of the S-Way centre on its comfort and quietness, the tidy layout of the controls and a pleasant surprise in how it performs having previously had 700hp at his disposal with the Volvo FH. “This reminds me of an MAN with the same sort of ergonomics and European layout,” says Pete. “I like that everything is nice and easily within reach. All the modern European trucks are like that. “The instruments are clear and most things you can operate from the steering wheel. “There’s so much you can dive into on the info display. It’ll even come up with messages praising you for smooth acceleration or tell you off for harsh acceleration. “One thing I like is the phone connection [Bluetooth] is very clear.

It’s the only truck I’ve had with no interference – you can have a phone conversation with someone and it’s like they are sitting right next to you. “It’s a nice comfy ride and the leather seats are good. They are twostage heated and have a two-stage cooling fan as well. And there’s a lot of adjustability for the seat but I would like a bit more in the steering column.” The adjustment for the steering is unique to Iveco with a foot operated control in the floor, near the base of the steering column. “It’s got auto wipers and the lights are good,” says Pete. “The modern LEDs are really good and I’m looking forward to seeing what it’s like when we get the light bar working. We are still waiting for some switches so we can connect it all up.” Pete says there’s a few things he’s still learning and a few details which could be improved. For instance, the layout and view offered by the mirrors is different to the Volvo. “I probably prefer a flat mirror. These mirrors cause a bit of a blind

Truck & Driver | 29

Above: The new S-Way begins the run from Horotiu to Mt Maunganui.

Below: Cursor 13-litre engine develops 570hp... Modern driving environment and controls make the S-Way a comfortable highway truck... A 550-litre diesel tank is positioned on the right side of the S-Way. Facing page: New Hanes-TRT trailer will be used to moving construction gear as well as forklifts and reach trucks.

spot at some roundabouts because they are so big, and because the monsoon is tinted. “The Volvo pillars and mirrors were so slim. These are quite big mirrors and there’s quite a lot around them. It’s just something to get used to in a new truck.” The cab sits high and offers plenty of forward visibility with nicely spaced steps for the climb aboard. “The cab has heaps of room and storage. There are three cupboards above the windscreen, two alcoves and a fridge which slides out from under the bunk. And there are USBs all over the show,” says Pete. “I’ve slept in it three times so far. It’s got one of those memory foam mattresses. “The space is comparable to the Volvo Globetrotter. I’m going to measure it one day – I reckons it’s as big if not bigger. “When you are pretty much living in the cab for a week you like your home comforts and the higher roof makes it more liveable with a lot of headroom.” There’s also a hatch in the roof. “If you parked up at night in summer you might open it up and leave the mesh closed to keep the bugs out, but the rest of time you would use the climate air conditioning.” There are a few features and traits of the Iveco which Pete is still getting familiar with. “I find the brakes a bit touchy in their response but spongy in the pedal feel. We’ve had them adjust the brakes on it once already, and we’re going to have another crack it,” he says. There’s also a bit of adjustment needed with the radar system and its activation of the autonomous emergency braking. “On some right-hand corners, it will slam the brakes on. I like to stay left because this trailer cuts in a bit and it will pick up a sign or something on the side of the road and start braking. It’s done it a couple of times. “You have to watch the trailer because it’s 2.7m wide and it does tend to cut in a little bit on corners. It’s always in the back of your mind around town and pulling in and out of gateways.” 30 | Truck & Driver

At 90kph on the Waikato Expressway I mention there’s a bit of wind noise that seems to originate around the sun visor. “It’s there if you’re going into the wind. But it’s less if the wind is coming from the sides or behind you. It’s a quiet truck anyway, so you probably notice it more.” Pete says he’s impressed with the level of performance and the responsive shifting of the Hi-Tronix AMT. “I like the auto. It’s good for me. It pulls really well up a hill when

it’s loaded,” Pete says. “I’m a bit surprised because it’s only a 13-litre motor and I’m used to the Volvo which was a 700hp 16-litre. “It’s a lot of horsepower out of a little motor. Coming down to the smaller motor it’s a surprise that it pulls like a train really.” Pete says the adaptive cruise control works well maintaining both the set speed and the distance from the vehicle ahead and while the transmission can be shifted manually, he says he leaves it in auto mode.

Truck & Driver | 31

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“Quite often I leave it in cruise control and use the plus-minus to adjust speed for the corners. “You can go to manual mode. I haven’t used it in manual mode – they have computers running them for a reason. “I came up Mt Messenger empty in a line of traffic that was going really slow in the damp. The truck didn’t hesitate or wheelspin or anything. It was in seventh gear, but only because the traffic was so slow. “There is a crawler gear in there and I might have to use that on some of the sites we go to. There are some gateways and driveways where this trailer is so low you have to adjust the air suspension to get enough clearance and go very slowly.” The engine brake is located on the right hand stalk. “It’s four-stage and works reasonably well – better than the Volvo anyway. It’s a retarder not an engine brake.” Pete says the heaviest load on the trailer so far has been 20-tonnes. “The whole combination is a work in progress. The trailer can handle more so potentially it could go to an H sticker, but Simon is still working on the permits.” “With this trailer were not going to be doing the heavy weights. Although saying that there’s another three-axle widener Simon has got that we’ll be towing a little bit with diggers and bulldozers, so the weight might get up a little bit with that.” Starting our trip from Horotiu, the S-Way gets onto the Waikato Expressway and accelerates smoothly to 90kph at just under 1500rpm in top gear. The traffic is moderate and flowing freely and it’s not till we turn left onto Highway 29 at Piarere that the smooth and quiet progress of the S-Way is interrupted by anything other than slightly slower traffic. On two occasions Pete’s smooth lines prompts an urgent buzzer warning from the lane departure that notes our proximity to the white lines. At Piarere Pete demonstrates the full extent of the retarder by using

Above: The new Hanes Transport S-Way will be seen at work throughout the country. the fourth stage to slow to 35kph for the left hand filter onto SH29. Below: Fridge and under bunk storage generous space... All Hanes It’s a flat run through Hinuera and Teoffer Poi before the stop sign at the Transport trucks carry an ANZAC tribute.

Truck & Driver | 33

Combination of 570hp and 12-speed AMT provide the performance and efficiency for Hanes Transport needs.

base of the Kaimais. Away from standstill the S-Way begins the climb and builds speed to 70kph at just under 1500rpm in 11th gear as we pass the Rapurapu Rd junction. Further up the climb there’s a 60kph downshift into 10th gear at 1700rpm and only one more shift before the summit with the last few corners completed in ninth gear at 45kph and 1600rpm. The only issue on the climb is torrential rain and surface water flowing across the road and Pete points out an annoying stutter in the sweep of the passenger side wiper. “It’s not working hard at all to come up the Kaimais. Coming down I’m still trying to find the best stage in the retarder,” he says. Heading downhill Pete reckons with this light load there is a gap in the retarder stages. It’s seems stage three is not quite slowing the S-Way enough, but stage four is a little too aggressive. “in the fourth stage when it chops down to eighth it pulls it up a bit too much.” I ask Pete what the response has been to the Iveco from other drivers. He laughs and replies; “it’s been mistaken as a Scania a few times because of the grill and the Hanes colours. “I’ve had a couple of guys say `looks nice mate’ but there is a lot more interest and questions about the trailer. “A lot of our clients are interested because it’s a different ball game. When I go to a business the guys are coming out to take a look while I’m widening it. “Simon had talked to some of his customers about it and now it has finally eventuated they are really keen to see it and find out what it’s all about. “It’s the low height and the fact the tyres are so big. If you look at the other low trailers, most of them are running little tyres. “It for sure makes a difference on a longer run and the tyres seem to be wearing well.” Pete says it’s easy to see how the design will benefit Hanes Transport customers. “The idea of it for things like reach stackers. I can just go in and drive them up without any hassle. They can be higher masted because the deck is so low, and customers don’t have to worry about taking masts off. “I did a 10-tonne forklift out of Christchurch up to New Plymouth that had a 4.7m high mast. We were able to kick the forklift right over and keep the load under 4.8m, so the customer didn’t have the cost of having the mast taken off and put back on again. “That’s how we can serve our customers better with this unit. 34 | Truck & Driver

“Most decks on the B-trains are about 900mm. That’s an extra 400mm that we’ve got to play with that can speed up the whole process.” Pete repeats Simon’s assertion that the S-Way is still a work in progress. “I think we’ll put a stainless cover over the chassis when the engineering guys aren’t so busy,” Pete says. “And I’m pushing for side skirts. I think it will look way better. The left side of the truck looks a bit busy with all the air tanks and electrics and things. It would suit the truck if we added them. “When Iveco bought this first shipment of S-Way into New Zealand you would think they would have brought a whole heap of accessories with them to surely dress at least one of them up to look as good as they could be.” The issues of availability didn’t stop with Iveco’s accessories. A close look at the S-Way shows two brands of wheel. There are Alcoa Dura-Brights on the front axle, but the drive wheels are a Jost 22.5 x 8.5 wheel with bright finish. “We couldn’t get Dura-Brights for the rear wheels at the time,” says Pete. Pete says he’s enjoying the S-Way and it hasn’t taken long to put any initial reservations to rest. “For an old bugger like me it’s nice and comfortable and easy to drive,” he says. “The more I drive it, the more I like it. It’s a modern European truck and so easy to drive. I’d hate to get into a new truck you don’t like and be forced to drive it.” “There’s really nothing bad about a new European truck these days. It’s just about which flavour do you want, how much horsepower do you want and what is available.” “The proof is in the doing and I think this truck shows how far Iveco has come. I’m pretty sure with the availability we’ll see more of them in the market.” Simon Hanes is also happy with how the S-Way is getting its work done. “It’s a good looking truck and with a nice paint job and a bit of bling they look great,” says Simon. “But it’s got to be able to perform and so far, it’s delivered on what our expectations were. “It should be an ideal truck for what we want it to do. It’s comfortable and quiet and it’s got enough horsepower. And it’s good value for what it is and what it does, and it comes with a hell of a lot of warranty.” T&D

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HE NEW IVECO S-WAY IS A BIG LEAP forward for the Euro brand here in New Zealand. And if first impressions count, it’s fair to say the S-Way is a good looking truck. I have seen some people commenting that it looks like a Scania, and a few have gone so far as saying it looks like a Freightliner Argosy. But I’m not fooled. It’s an Iveco with its own distinctive design and it’s a disservice to the S-Way to compare it to others. I have been following the launch of this truck for some time now and even got the opportunity to test the demo models that had been put through their paces in Australia earlier this year. This was a valuable preview to this test as I got the opportunity to have the driver trainers in the passenger seat on the test track and learn about how the functions in this new model work. And get an explanation for why some things have been done the way they are. Now that we have new S-Way’s going on the road in NZ we thought it time to catch up with Hanes Transport in Horotiu to see how their new 570hp example is performing. Our test involved taking a reach truck over to Mt Maunganui to drop off and pick up two forklifts for the

36 | Truck & Driver

return trip. But first we had a bit of time to also learn about the impressive new trailer, built by TRT and based on the ideas which Simon Hanes has developed to keep Hanes Transport at the forefront of innovation. We head to the Bay of Plenty in some pretty horrible weather and after the reach truck has been delivered and the forklifts are loaded it’s time for me to take the truck back over the Kaimais. It’s an easy climb up into the high cab (AS sleeper cab) which is the largest you can get in the range. Once settled inside it’s a modern feel with an almost flat floor giving a spacious feel very much in

Hayden Woolston

keeping with its European origins. In the driving position I found everything at my fingertips. It’s an easy take off with not much of a load on and with the three-axle semi tracking in we negotiate out way out of Tauranga through the roundabouts. Before we got going, regular driver Pete Cunliffe tells me he has a little issue with the brake pedal feeling spongy. It doesn’t take long for this to be tested as I’m pulling up to a set of traffic lights a car changes lanes in front of me at the last minute and I feel like the brakes just aren’t fully there. The truck does stop but it’s just a strange feeling through the pedal. I have been told this has since been remedied. Once we are climbing the Kaimais the 570hp 13-litre Cursor engine paired with the 12-speed automated manual transmission really get to work with the truck picking up speed with only light throttle and you can barely notice most of the gear changes. It’s a nice easy cruise up the Tauranga side which included passing other trucks. I do make a mistake when pulling out into a passing lane - instead of putting the indicator on I accidently pull the engine brake lever. This engages the engine brake even with the foot on the throttle so with being flustered slowing down going

uphill I forget to take my foot completely of the throttle for a second to stop this. Crisis is averted in short time once I come to my senses, and we don’t lose to much speed. I do prefer a truck that allows the engine brake to be left on and able to use the throttle. Once over the top we head down the Waikato side. I’m very interested to see how the engine brake works as I was impressed with the fourstages system on the test track in Australia. But that’s not anything like NZ Roads. On the descent I use all four stages, adjusting to suit the speed of the trucks in front of me. I barely have to use the foot brake at all, but I do find the gap between the third and fourth stages to be a bit of a leap in braking and if possible, this could use a little adjustment. Pulling over in Te Poi I give the Iveco back to Pete. My verdict is the new S-Way is not only a great looking truck, but its driver comfort and drive train are also impressive. The ride quality and cab noise are also very good and coupled with a competitive price point and service intervals, I can already start seeing more of these trucks on the roads around New Zealand in quite a few fleet colours. But that’s just my thoughts. T&D

• SPECIFICATIONS • Iveco S-Way 570 AS 6x4 Engine: Iveco Cursor 13 in-line six cylinder Hi-eSCR (Euro 6, Step E) Capacity: 12.9-litres Maximum Power: 425kW (570hp) at 1600-1900rpm Maximum Torque: 2500Nm (1851 ft-lb) at 1000-1605rpm Fuel capacity: Diesel 550 litres, AdBlue 80 litres Transmission: Hi-Tronix 12TX 2640 TD 12-speed automated manual Ratios: Crawl – 1st – 16.69 2nd – 12.92 3rd – 9.93 4th – 7.67 5th – 5.90 6th – 4.57 7th – 3.66 8th – 2.83 9th – 2.17 10th – 1.68 11th – 1.29 12th – 1.00 Reverse – 1st 15.54, 2nd 12.03, 3rd 3.40, 4th 2.64 Final Drive ratio: 3.09:1 (option) Front axle: 8,000kg rating Rear axles: Tandem drive with differential cross lock (21,000kg max axle loading) Brakes: Front and rear discs with ABS/EBS and Brake Assist System and Advanced Emergency Braking Auxiliary brakes: Engine brake 518KW at 2600rpm Front suspension: Parabolic leaf spring with stabiliser bar Rear suspension: 8-airbag Electronic Control Air Suspension GVM: 25,000kg GCM: 70,000kg

Truck & Driver | 37

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Highway investment a Budget highlight The resilience of our State Highway network is to see additional investment.

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

WAS PLEASED TO SEE THE GOVERNMENT at least attempt to address roading resilience in this year’s Budget. With severe weather events becoming more frequent and roads being the vital links between our communities, it is absolutely critical we increase investment in roading to make sure it is as resilient as possible. This year’s Budget includes $279 million of funding specifically to improve the resilience of the state highway network, namely through slip prevention, slope stabilisation, flood mitigation and lessening the impact of sea level rise. This is on top of the $71 billion set aside for broader infrastructure upgrades over the next five years and the $475 million dedicated to rebuild road and rail links following the storms and cyclones that impacted the North Island. Some of the projects earmarked for the $279 million include: • Northland – Addressing high priority land instability and subsidence issues including State Highway 1 Longhill and State Highway 12 north of Waipoua Forest. • Auckland – Upgrades to pumping stations in Mt Wellington and Pukekohe to help prevent the motorways from flooding. • Bay of Plenty – Rockfall protection at Ruahihi Bluff on State Highway 29. • Waikato – Constructing a retaining wall to prevent the risk of a slip and improve drainage at State Highway 1 Bulli Point. • Taranaki – Addressing coastal flooding issues for State Highway 3 including Tongaporutu Estuary and the Monhakatino Bridge. • Wellington – Rockfall protection on State Highway 59. • Nelson, Tasman and Marlborough – Providing upgrades for

route security including State Highway 6 Whangamoa and Rai Saddle and Dashwood on State Highway 1. • Canterbury – Debris clearing in water channels on State Highway 79 and 1 to better manage water flows. • West Coast – Addressing landslip, drainage and river erosion issues including high priority coastal erosion and coastal flooding sites along State Highway 6 and improvements at Meybille Bay (SH6) and the Candys Bend on SH73. • Otago and Southland – Addressing flooding issues such as on State Highway 1 Kakanui Straight and the growing coastal flooding risk at Ocean View, north of Bluff, securing access for the township and the Port. While I congratulate the Government on recognising the importance of future proofing our state highways, recent history tempers my enthusiasm for these announcements somewhat. We know that promises don’t necessarily translate into completed projects. I am also well aware there is much more to do as part of the State Highway Resilience Plan and yet we don’t really know how Government plans to deliver on it. Where is the workforce coming from and does the l will exist across our political parties to ensure that planned projects and investments survive the election cycle and the whims of some of our more ideologically motivated politicians? Another Budget 2023 initiative I’m also extremely supportive of is the new fund to provide grants towards the purchase of low emissions heavy vehicles. According to the announcement, this could be trucks, heavy vans and non-public transport buses. It is hoped the $30 million fund over three years will see 500 low emission heavy vehicles hit the road in New Zealand. While this is obviously a drop in the bucket, it’s an acknowledgement from Government that the transport Truck & Driver | 39

Driving the economy

industry requires support to transition to low-emission vehicles. It also fits within the provisions of our Green Compact, which is our roadmap for decarbonising commercial road transport by 2050. For more on the Green Compact please visit https://www.transporting.nz/news/transportingnew-zealands-green-compact-our-decarbonisation-framework. Could roadside drug testing have gone ahead? Transporting New Zealand is a leading advocate for roadside drug testing, which is why we were so disappointed when the Government’s planned rollout was cancelled back in March. We were told that the saliva-based tests required were not available as they didn’t accurately measure impairment, rather just the presence of drugs in a driver’s system. This apparently, was not good enough, and while officials knew about the issue last year, we were only told about it at the beginning of March. Police Association President Chris Cahill subsequently criticised the Government for this in the media, and frankly, I completely agree with him. I do not consider holding back such information is a good way for Government to operate. As soon as it was known that the recentlypassed legislation could not be satisfied by the tests currently on the market that should have been communicated. Cahill also makes the very valid point that if the problems sourcing the tests were disclosed earlier then the legislation could have been amended and a ‘plan-b’ option implemented. He suggests this could have allowed use of existing testing technology to detect the presence of drugs and Workplace drug testing is a frequent occurrence for professional truck drivers and is in stark contrast to the other motorists they share the road with.

then a blood test could be used to measure impairment. This is similar to the regime used across the Tasman, and if it is good enough for Australia then, I ask, why isn’t it good enough for us? The decision to cancel roadside drug testing was not only a missed opportunity to make our roads safer and protect the lives of road users but has also further eroded trust in our public sector institutions to actually follow through on promises with action. Professional truck drivers, who regularly undergo workplace drug testing themselves, are exposed to the dangerous and drugged driving of other motorists on a daily basis. Surely, we owe it to them to make sure their workplace is as safe as possible and in that regards I feel the Government has let them down. In the meantime, Transporting New Zealand is doing our bit to manage the risk of impaired driving with our involvement in the trial of a cognitive performance test as a key element of an alternative fatigue management plan. You can expect to hear more about that over the next few months. New cost model to assist transport operators I don’t know about you, but I am sick of the perception that our industry is in a constant race-to-the-bottom. In 2023 I don’t think it is at all true anymore but, like mud, the accusation has stuck, so we must address it. The only way we can do that is to create the environment where trucking operators can drive successful, profitable and sustainable businesses. Which is why Transporting New Zealand has recently launched our Transporting New Zealand Cost Model for use by our members. The tool is designed to help business owners assess profitability by using their most recent annual profit & loss statement data as well as the most recent actual costs incurred. The tool then breaks that information down, helping them understand: • those areas of their business that are not performing to their best; • areas where cost reductions can be made; • a total picture of the financial performance of your business; • the effects when the data for one or more components is amended; • comparisons of their financial performance, in percentage terms; with those contained in the Grant Thornton Index (GTI). Previously, members provided data to our Regional and Sector Advisors who used a cost model to advise them on their rates. This approach often required advisors to fill in gaps on costs. The new Cost Model is significantly different. Instead of taking information and calculating and advising members on their rates, we are empowering operators to manage and determine their respective costs and charge out rates themselves. Transporting New Zealand members will have free access to the model. If you have any further questions, please contact one of our regional and sector advisors. T&D

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

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

www.transporting.nz

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

40 | Truck & Driver

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Barry (left) and Glen Raymond (right) grew up while their late father Colin Raymond and Keith Nicholson (centre) owned and grew Nupin Distributors.

HERE ARE NO HARD AND FAST RULES, BUT TYPICALLY A transport company that has been in business for just over 18 months won’t have the back story suitable for a New Zealand Truck & Driver Fleet Focus. But Tauranga-based Nupin Transport, established in October 2021, isn’t really a new kid on the block. This is the story of a well-known brand name returning to the transport industry and a trucking background for owners Glen and Barry Raymond that began during their childhood. The brothers grew up at the time when Keith Nicholson and their late father Colin Raymond owned Nupin Distributors. The company was well-known in the 1980s and early 1990s for its predominantly Kenworth fleet and distinctive blue livery. Nupin Distributors had been founded on trucking newspapers and magazines to tight delivery deadlines and later evolved into other transport sectors, in particular carting steel from the Waiuku mill. “We had about 18 trucks at the end. We had built up quite an operation,” says Barry. When the company was sold to Jim Barker’s expanding Freight Lines operation in 1995, Barry stayed with the company and went on to be the Freight Lines CEO for 13 years. The Nupin Distributors name and its original Transport Services License still remain active within Bulk Lines. It’s three generations of family history that connects Nupin Distribution to Nupin Transport. Transport veteran Keith Nicholson tells an entertaining yarn about purchasing Nupin Distributors from its founder Jim Radcliff. “The guy we bought it off, Jim Radcliff, used to be a commercial

cleaner. He used to clean the NZ Truth [newspaper] building in Wellington,” says Keith. “They used to print the Truth and put it on the rail up to Auckland. Then the rail rang up one day and cancelled that service, so they had to find another way to get it to Auckland.” Keith reckons that in the process of cleaning the Truth offices, Radcliff knew the details of quotes and costs for getting the paper to Auckland. He put in a bid of his own, which he subsequently won, and Nupin Distributors was founded in 1961. “That’s how he got the job. He had some bucket of crap trucks, but in those days, you couldn’t buy much that was decent, so you’d buy something, change the motor, change the gearbox and so on and make it work,” says Keith. It was around 1981 when Keith noticed an interesting Business For Sale ad in the newspaper and began the process of finding out more about the opportunity. “I reckon I was about 31-ish then, and I’m 74 now,” says Keith. The first potential partner Keith sought in buying the business was immediately told by his wife `no bloody way, you’ll never be at home’. Keith then approached Colin Raymond, who he knew from the Auckland fruit and vegetable markets. “I had been carting vegies out of the markets to the shops around Auckland,” says Keith. “I can’t remember how much we paid for it. It was two or three hundred grand, a lot of money back in those days.” “When we bought the business, we had three trucks and two drivers. One came up from Wellington on Saturday night with the Sunday papers. We went like hell and stopped in Turangi, Taupo, Truck & Driver | 45

Above and right hand page: Nupin Distributors ran a predominantly Kenworth fleet in the late 1980s and early 1990s. Below: Nupin Transport has recently widened its operations to include flat deck work with a 2009 model Kenworth T408.

Right hand page (lower): The Nupin Transport logo modernises the original Nupin Distributors graphic… Keith Nicholson with The Legacy.

and Hamilton dropping off a few papers. “I ended up doing it quite a bit and you’d get to Auckland and there’d be 50 cars lined up down the street. As soon as the covers came off everyone was grabbing their bundles, just like army ants. “The first driver would go to the airport Sunday afternoon, park up the truck and would fly home. “The other two came up Monday night with the Truth, one dropping off on the way and the other one going direct to Auckland. On Tuesday we would cart The Listener and Women’s Weekly back to Wellington.” The Gordon & Gotch news distribution company was the main

46 | Truck & Driver

client and Nupin Distributors used to cart the bundled newspapers and magazines under tarps. “Business-wise we just worked day and night. You could get away with murder in those days,” says Keith. “We built it on service and work. That’s how you made it happen.” The business soon developed other areas of operation. “Before [buying Nupin] we had worked at the markets in Auckland, and we knew everybody there. Next thing we were doing a bit of vegies here and there to the shops around Auckland. “Then one day somebody said to Colin, `the steel mill wants a

bit of steel carted’. “Colin went out to see them and they had about 10-ton. It was painted coils of steel to be used for roofing that was being sent to Wellington by train. “But when the train got to Hamilton, they put them over the hump to make up the trains to go south. When the wagons bumped into each other, the coils rolled forward a bit, and your nice new roof was buggered. “We picked it up and delivered it the next day and they thought it was magic. So, they rang Colin and asked “do have any more trucks? “In those days, guys in Wellington who wanted to get 10 tons of steel plate had to order it three months in advance. We had it there the next morning.” The steel cartage became a major part of Nupin Distributors workload with 10 trucks dedicated to the work at its peak. In 1993 New Zealand Rail was privatised by the National government. “What killed it for us was the rail went to the steel mill and said `the bigger your tonnage, the bigger your discount’,” says Keith. “The amount of steel we were carting was enough to put them into the bigger discount bracket. So, they took the job off us. “We had 10 trucks working on the steel and it was probably 95% of our business. All of sudden we needed 100 ton of freight a day,

six days a week to survive. Where do you get that at a decent rate? Nupin had developed a close working relationship with Jim Barker’s Freight Lines, recently established in 1993. “Freight Lines used to do our South Island work and we built up quite a relationship with them. I ran the Auckland side for them, and I was really working for both companies,” says Barry. “Jim said he was expanding, and he bought us out. Dad and Keith decided there was money on the table, and they took it.” Glen and Barry had grown up around the Nupin business, worked there while at school and joined the company after both gaining trades outside of the transport industry as a back stop. “We used to get sent down to Wellington in the school holidays to help Keith deliver the papers with an old J1 Bedford,” says Barry. And Colin Raymond made sure his sons got a hands-on education about the industry. “Dad taught us about driving and tarping. We used to love washing the trucks,” says Glen. “He used to park the truck at the end of the road and the old man would say `go and get that tractor unit and bring it up here to wash’. “We would run like hell across the paddock, wind the legs down and unhook it. We were only at school, and we couldn’t change gear, but the day we did we couldn’t stop and we missed the

Truck & Driver | 47

Winter work for a Nupin Distributors K Series.

When Freight Lines bought a company, they kept the name and didn’t change the branding driveway and had to back-up. Dad just sat and watched us but that’s how we learned.” Barry made the move from working for both Nupin and Freight Lines to a bigger role with Jim Barker’s company. “The catalyst for the sale was when the rail was bought out by a group including Wisconsin Central from America. They came in and offered these bloody ridiculous rates, but they didn’t have the service delivery.” The Nupin name didn’t immediately disappear from the highways. “When they [Freight Lines] bought a company, they kept the name and didn’t change the branding,” says Barry. “Then as the gear came up for replacement the old branding gradually disappeared. They [Bulk Lines] still have Nupin Distributors - it’s essentially a holding company for them and the Bulk Lines trucks still operate under the Nupin Distributors TSL licence.” Keith, Barry and Glen all went to work for Freight Lines. “When they took us over, I stayed working for them for about three years but over time they bought their people in and I backed out,” says Keith. However, Keith hasn’t ventured very far from the empire Jim Barker built and semi-retirement in Picton sees him working as a StraitNZ patch driver, moving trailers on and off the Bluebridge ferries with the tugs. 48 | Truck & Driver

Glen stayed for about six years before establishing a security company in Tauranga and Barry became the Freight Lines CEO for a 13-year stretch. For more than 20 years the Nupin name only existed in the Freight Lines company and license documentation. It was in late 2021 when the first ideas for Nupin Transport began to take shape. “Glen was working for PRH (Paengaroa Road Haulage), and they were getting out of trucks. We were just yacking and throwing a lot of things at the wall to see what would stick. And everything stuck,” says Barry. The first move was to buy four trucks from PRH to do container work, an area where Glen specialised for both Freight Lines and PRH. In mid-2023 there are now five Nupin trucks, plus three ownerdrivers and a varying number of sub-contractors. “Some days we are running 10 or 15 trucks,” says Glen. “We’ve now taken on a couple of flat decks and branched out into curtain siders. We are using the sub-contractors as the doors open for us and then we’ll build up the fleet. “We are trying to be versatile. We’ve got one tipping skelly, the flat decks and now we’ve got a dedicated tractor unit.” It’s the most recent addition to the fleet that has put the spotlight on the Nupin glory days. The 2018 Kenworth K200 8x4 has recently been painted in a similar design to the original Nupin blue striped colours with a

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modernised version of the company logo from the `eighties and `nineties. “By early next year we plan to have another couple of trucks in the new colours,” says Barry. “We’ve called it The Legacy as a tribute to Keith and Dad. We are pretty proud of what they had back in the day. “Back then there was a handful of companies that had the top gear – Alexanders, Lamberts, Combined Haulage and us,” says Barry. The Nupin brand was closely associated with the Kenworth marque. “At one point we had eight Kenworths and a Foden, and the guy from Kenworth told Colin if we got rid of the Foden we’d have biggest privately owned fleet of Kenworths in New Zealand,” says Keith. “Back then a Kenworth was still something a bit different and special. Now they are everywhere, and they have all the bling, and they look unreal.” The blue K200 has prompted a great deal of interest and memories for those who remember the Nupin name on the road 30-plus years ago and more. “One of our guys stopped in Tokoroa and had someone ask them if it was the old company,” says Glen. “Another driver came to ask us about the story behind the name because people had been asking him and he didn’t know. He wanted to be able to tell the story the next time someone asked.” Barry Raymond says Nupin Distributors had built its operation on service delivery. “People asked and we made it happen,” he says. And the same approach applies to the new company. “If someone rings up and we can’t do it we tell them up front. But nine times out of 10 we make it happen,” says Barry. The day-to-day operation of Nupin Transport is handled by Glen and Barry, with Barry’s daughter Jaimee Reynolds as the admin manager having transitioned from the travel industry. Nupin Transport is currently basing its trucks from the Addline Transport yard in Welcome Bay. “Glen is based down in Tauranga, and he controls the trucks and looks after the operations. Jaimee and I are in Pukekohe. Jaimee does all the admin and paperwork and I’m in the background doing the pricing and brokering,” says Barry. “It’s like the old days. Keith used to do all the work and the old man counted the money. “One thing that has changed is that PRH only really used to run around Tauranga, but we are going everywhere. We picked up work from way up north of Kaitaia and we run to Hawera and Wairoa and Gisborne.” Glen says the flat decks have given the company a new direction. “Some customers have said `just keep coming till we tell you otherwise’. We’ve moved Portacoms and stuff all over the place.” Glen says the drivers appreciate the variety of work Nupin Transport is now doing and he’s enjoyed teaching container truck drivers how to tarp loads on flat beds. “But the biggest thing is our staff,” says Glen. “We’ve only lost one guy in 18 months, who left for some personal reasons and not to drive for someone else. We’ve still got the same guys and we think that we treat them well. We do stuff outside of work for them and their families.” For the first year of operation Nupin Transport was primarily a container cartage operation. At the end of 2022

Glen Raymond (top) looks after the day-to-day running of the Nupin fleet while Jaimee Reynolds (above) takes care of administration and Barry Raymond (below) is focusing on pricing and brokering.

Truck & Driver | 51

“The boys love statistics and we figured out that in 12 months we had moved just under 7000 containers with four trucks.” So why have the Raymond brothers made their return to the transport industry? “It’s just a challenge,” says Glen. “We’ve each had our own individual businesses. Barry had a butcher’s shop running and I had a security company for 20 years. It’s another challenge. “And in my previous jobs, if I went away, I was still being contacted all the time. Now I can go away, and Jaimee can take over.” While Keith Nicholson says the only business plan that Nupin Distribution had was “to keep the bloody thing running”, Barry Raymond has some early ideas on how Nupin Transport will evolve. “We’re not going to be another hundred truck fleet. We want to grow a bit more, but to a comfortable size we can manage within the family,” says Barry. “I think some of the big companies have become so big, they have lost that personal touch. “That’s where we have got a lot of our work from. When people ring us, they get us – not a voice saying press 1 or press 2 or something. “My thing would be to build it up big enough where we always remain reliable and focused on service delivery. “I’m 55 now and Glen is 57, so if we want to take a month off our kids can run it and we’d just be there in the background to help if needed,” says Barry. T&D

The Legacy is proving to be a versatile four-axle tractor unit for Nupin Transport’s varied workload.

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LEGENDS

Hooked on HGVs – Goose Haddock

HAKATANE-BASED SPRAY PAINTERS ‘HADDOCKS’ HAVE been keeping NZ trucks looking pristine and shipshape for almost four decades. ‘Goose’ Haddock joined the family business in the mid-eighties and his ‘stand by what we do’ attitude has seen the company grow from a staff of three to twenty- three. Goose is a dedicated craftsman with a passion for the industry and is hellbent on bringing new talent to the business, yet no-one (aside from the IRD) knows his real name - for that, he’s this month’s Southpac legend. With a surname such as Haddock, you’d feel that paint spraying and panel beating wouldn’t be Goose’s first career choice, and you’d be correct. “Our whole family has grown up fishing out of Whakatane here. So, when I originally left school, I headed out to sea and went commercial fishing,” says Goose. With fishing in the blood, Goose took to life at sea with relish and it was a career that he spent four years at, however, onshore life was calling and that meant a big change. “I was going to get married, so I decided that I wanted to be home. I started work for my father, Dave, he started Dave Haddock Spraypainters in 1984 and I joined him in 1986.” Goose recalls that back in those days they did a lot of vehicle work for Barry Judge of Judge Motors and Ed Barker Motors, and most of the trucks they did back then were for Dawe and Sons in Te Puke and JD Lyons in Lower Hutt, ‘they were big companies back in the day’.

54 | Truck & Driver

“In 1986 there were three of us and we just worked out of one booth, we stripped all the trucks there, painted them and put them back together.” Goose says that the business trucked along reasonably well, but dramatically increased once they started painting trucks for a salesman called Lyndsay Gemmell. “He was selling trucks for Mercedes at the time and about the third or fourth truck that we did for them was for Mark McCarthy [McCarthy Transport] at Raetihi.” Goose believes that they started painting trucks for Mark [McCarthy] in ‘87 and immediately forged a great relationship with him, which in turn led to a big upturn in workload. “We met a lot of people through Mark, especially in the industry and that put us on our feet. And we’re still very good friends up to this day.” He says that back then, Mark was in business with Warwick Wilshier at MWT in Christchurch and from there they started doing Warwick’s work in Rotorua, ‘and we grew from there’. “We got quite well known for painting log trucks,” says Goose proudly.

Over the years Haddock Spraypainters and Panelbeaters grew in both size and operations and along the way the name changed from Dave Haddock to Haddock Spray Painters 2003 and then to 2015. “2003 was when I bought my father out (he retired), explains Goose, “and 2015 we bought another business, a car paint and panel shop, and put the whole lot into a new company.” The Whakatane business now has three, very busy divisions. Their crash repair and painting side handles about eighty cars a month, while the marine division paints around twenty boats a month. However, it’s the truck side of the business that remains Goose’s passion. Despite their ‘out of the way’ location, their clients span New Zealand wide, and include the likes of McCarthy Transport Limited, Williams & Wilshier, Heikell Transport, Penske Tauranga and many more. “We do a lot of work for Southpac trucks on the log trucks, our biggest one a couple of years ago was for Farmers Transport, we did all those DAFs. And we do work with Steve Herring down in Christchurch.” Along from the work itself, it’s the people in the industry that Goose holds so dear. “They are really neat people to work with, so friendly, and when you see a truck on the road, you get quite a kick out of it.” Adding that he just enjoys the industry, “We take our boat up to Truckers and Loggers every year now, been doing that for the past decade and catching up with all our customers there and I have just come back from the Brisbane truck show which was more customer based.” In terms of lows, Goose says that there have been very few. Covid slowed them down quite a bit, and he says that they took a bit of a hit there, but believes that overall, they have been very lucky. “I’m not sure whether it’s because we’re based in Whakatane, but I personally pick up and deliver about 80% of the trucks. Because we pick up and deliver, I can spend up to three times a week driving to Rotorua. We’re only an hour 15 from there. I really enjoy that part, especially when you get a chance to drop the truck off to a customer and have a chat to see what’s happening.” Goose says that both personally and in business he doesn’t shy away from too much, and one of his

toughest jobs was quite recent where they painted all the lighting towers for the FMG stadium in Hamilton. “They were all craned here, and the yard was full. They were 12m in the air and we galvanised and painted them.” He credits the flexibility of his staff to be able to tackle such tasks too. “We can pull staff off one side of the business and on to another side, so we are very multi-purpose, they can multitask.” However, finding qualified staff is probably Goose’s biggest issue, “We are pretty multicultural here and we are running five apprentices which we’ll keep as many as we can. But we’re still having problems getting young guys into the industry and that’s a sad part. We haven’t got the young ones around here that want to do it, we’ll advertise and get nobody - and it’s such a great industry to be in. We could do with another half a dozen more staff.” To help compensate for the shortfall, the business has had to adapt, including having someone specifically designated to strip and fit trucks, he says this process is helping to keep their quality where it should be. “We stand by what we do, if there are any issues, we’re only human, we fix them. And we make sure the customer is happy,” adding that it doesn’t matter how big or small their clients are, they are all treated equally. Goose’s approach to quality evidently flows through to the new recruits too as they’ve recently had one of their apprentices with the NZ CRA (Crash Repair Association) Golden Gun award.

Truck & Driver | 55

“Which is quite a high for the company. He was Top in NZ out of about 200.” Also, the crash repair side of the business is assisting in them having an eye on the future of transport, with the prospect of EVs now not phasing them at all. “We go through EV courses with the CRA. A lot of the training is done online, but you have to be very careful when working on them. It’s not if, it’s going to be when we move into hydrogen and electric trucks.” Goose says that his personal thing is that he really enjoys fishing, and that they’ve got a big family boat that he loves spending time on. He’s lived in Whakatane all his life, he was President of the fishing club for 6 years and been involved with the club in some shape or form for around 20-years. What’s more, he ‘luckily’ shares this pastime with others. “A lot of my clients go fishing together and have become really good friends.” His wife of 22-years Kerri, has also taken up lawn bowling as a pass time and although Goose is rather enjoying the sport too, feels that it will be a bigger sell to get his clients on board. Goose is now fifty- nine years old and has been in the industry since ‘86, so obviously the matter of retirement has been raised. He has two girls, however, neither of them are joining the business (one is Nurse and the other runs her own doggy daycare business), so he says that he now has a partner Craig Pinkerton, and he is Goose’s exit strategy (but not just yet). Last but by no means least, what of Goose’s nickname. “Goose has been my name since school, anytime anyone rings up

56 | Truck & Driver

with my real name I think it’s the IRD, so I always cringe,” he jokes. As it turns out, the ‘Goose’ came about when he was a kid. “I could never keep sheets on when in a cot, so my mother made me a sleeping bag, but it had arms and not legs. I used to get out of my cot and waddle down the hallway, and they’d say, ‘here comes mother goose’, I’m glad the mother part got dropped. But it has stuck from there.” And for those that really need to know, Goose’s real name is Glenn, but don’t tell him we told you! T&D

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2023 BRISBANE TRUCK SHOW

The Kenworth T680 hydrogen fuel cell truck on show in Brisbane will remain in Australia for a research project with Deakin University.

Brisbane technology blitz

By Colin Smith

NEW ZEALAND ROAD TRANSPORT WAS LIKELY SHORT-HANDED for a few days in mid-May, judging from the big number of Kiwis in attendance at the Brisbane Truck Show. The biennial event didn’t miss a 2021 edition due to Covid-19 restrictions, but that show didn’t deliver the full scope of previous editions. In 2023 the crowds were back, companies flew in international executives, and New Zealand visitors returned in force. The four-day event drew an attendance of 42,855 through the doors of the Brisbane Convention and Exhibition Centre. Plus, plenty of interest in peripheral events and displays around Brisbane that put the industry in the public eye. The Brisbane show is regarded as the largest truck industry show in the Southern Hemisphere. The key theme this year mirrored that of recent Northern Hemisphere shows with significant attention on battery electric and hydrogen transport alternatives. Perhaps the biggest actual surprise of the show also turned into

something of a disappointment for some Kiwis in attendance. Unmissable in acid yellow on the Paccar stand was a new generation DAF XG+ being previewed as a 15-litre, 660hp tractor unit for Road Train work. With no 15-litre engine in the Paccar family it was quickly evident that DAF plans an Australia-only version of the XG+ using the highest output version of the upcoming third generation Cummins X15 engine. Southpac Trucks staff were in attendance and confirmed that while the new DAF XF, XG and XG+ are scheduled for a 2025 debut in New Zealand, it will be an all-Paccar engine line-up this side of the Tasman with 13-litres the biggest displacement on offer. The 660hp solution will be unique to Australia and built at the Bayswater plant in Victoria. It’s specifically targeted at the A-double, B-triple, and high-utilisation B-double linehaul segments. The Paccar stand also showcased the diesel, electric and

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A record attendance of over 42,000 saw a busy four days at the Brisbane Truck Show.

Truck & Driver | 59

DAF stirred up interest with its Australiaonly 660hp version on the XG+.

hydrogen themes of the show. Fresh from a 10-truck trial on public roads in California was a hydrogen fuel cell electric Kenworth T680. Not just a show visitor, the truck will remain in Australia to be used in a research project with Deakin University. The T680 has a hydrogen fuel cell power unit jointly developed jointly by PACCAR and Toyota in the US. The 630hp tractor unit carries 60kg of hydrogen gas stored at 10,000 psi to supply enough energy to the fuel cell for a range of 480km, with a 15-minute refuelling time. The truck represents the first generation of collaboration between PACCAR and Toyota Motor North America. They have recently announced the expansion of joint efforts to develop and produce zero emissions Kenworth trucks powered by Toyota’s nextgeneration hydrogen fuel cell modules. Initial customer deliveries in North America are planned for 2024. Battery electric technology was also showcased with the show debut of the DAF LF Electric. The 19-tonne zero emissions distribution truck has a 260kW electric motor powered by a 282kWh battery pack, offering a range of up to 280km. The Brisbane show also the first major truck show appearance of the new Kenworth K220, which was attracting a lot of attention. The K220 is a clear evolution of the K200 design with a new roof profile improving aerodynamic efficiency by 4%. Other visual highlights of the K220 are new LED headlamps with integrated indicators and daytime running lights while the cab benefits from new comfort features and a dash layout evolved from the North American T680 model. A key part of the K220 offering is the all-new 18-speed Endurant XD Pro automated transmission which was on display at the EatonCummins stand. Lighter, and reportedly smoother than previous automated options, the Endurant XD Pro is engineered for reduced fuel and maintenance costs. The new AMT was recently released by the Eaton-Cummins Automated Transmission Technologies joint venture. Specifically designed and engineered for higher GCM applications, the new Endurant XD Pro is the lowest weight transmission Eaton has released for heavy-duty commercial vehicles. Accompanying the new 18-speed AMT where the Endurant HD 12-speed AMT, and a MD four-speed automated gearbox specifically designed for electric vehicle applications. Other highlights of the Paccar stand included a Kenworth T909 60 | Truck & Driver

with a 50-inch sleeper and a T410SAR configured in a low-roof car carrier specification. The Daimler Truck brands formed an impressive line-up and had news from each of its source points. Notably, Brisbane was the “down under” debut of the second generation Fuso eCanter. The first generation eCanter has played a pioneering electric truck adoption in both New Zealand and Australia. The next generation is a significant advance offering increased range, additional safety features plus a fresh interior and exterior design. A technical highlight of the eCanter is its e-axle, so-called because the electric motor and transmission are integrated with the rear axle. The layout means the prop shaft can be discarded and the design is lighter, reduces energy losses and opens up more possibilities for battery location. The new e-motor has a maximum output of 129kW and 430Nm and new thermally-controlled batteries are available in three different packages. There will also be an expanded eCanter line-up offering multiple wheelbases, weight ratings and a choice of City Cab or Wide Cab. And the introduction of an electric Power Take Off (ePTO) opens up the possibility for the truck’s electric power to operate tipper bodies, cranes, or even a fridge body. Fuso says it will open the Australian order books for the next generation eCanter toward the end of this year and New Zealand is expected to be on a similar timetable. The big stars of the three-pointed variety were also electric with the Australian debut of Mercedes-Benz electric eActros and eEconic models, ahead of a local validation programme for both trucks. The eActros is focused on heavy-duty, short radius distribution roles while the eEconic is suited to municipal roles such as rubbish collection in densely populated areas where its excellent visibility, practicality and active safety features are further enhanced by its quiet and zero-emissions operation. Local validation for the electric models will initially see four eActros trucks working in Australia and one unit in New Zealand. Two eEconic trucks will operate in Australia as part of the test programme and one is earmarked for New Zealand trials. New combustion engine technology also had a prominent place at the Mercedes-Benz display with the official introduction of the new OM471 13-litre engine that achieves fuel efficiency gains of up to 4% in the Actros 530 models. The Brisbane highlight for Freightliner was a top-of-the-range Cascadia 126 Road Train featuring a spacious 60-inch sleeper. The

big Cascadia is also equipped with a factory-developed bullbar designed to protect the truck without affecting the operation of the front radar unit that forms part of the Detroit Assurance active safety pack. The Freightliner display included a cut-away of a sleeper cab, allowing attendees to check out the comfort features of the spacious sleeper. However, the newest product from the Daimler Truck family was located on the Penske stand where the all-new Western Star X-Series was making its show debut and receiving a lot of attention. The range comprises 47X, 48X and 49X models for buyers wanting a traditional bonneted American truck. The X-Series represents a substantial leap forward in comfort and safety technology from anything previously carrying the Western Star badge. Penske New Zealand National Retail and Fleet Sales Manager Chris Sansome was on hand to explain a few key differences between what the Australian market gets and what New Zealand will offer. He said the biggest difference is an all-Detroit engine lineup for New Zealand and a focus on the 48X in factory-built 8x4 configuration as the replacement for the popular 4884. The 47X and 49X have been available in North America for some time while the 48X is a unique for Australasia design. The 47X has a set-back front axle and is rated at up to 72.5 tonnes GCM. It comes in either 6x4 or 8x4 configuration and while Australia offers a Cummins L9 (330-380hp) engine option, New Zealand will see the Gen 5 Detroit DD13 engine in 450-525hp output

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The second generation Fuso eCanter made its `down under’ debut in Brisbane.

capability, and is available with multiple cab options, including the largest cab on the Australian market, the 72-inch Stratosphere sleeper. Detroit DD16 engines range from 500-600hp and the line-up includes the choice of the Detroit DT12, Allison automatic, and Eaton Fuller manual transmissions. X-Series safety features include Active Brake Assist 5, lane departure warning, adaptive cruise control, side guard assist, tailgate warning, brake hold mode, an improved visibility package, and a RollTek driver’s seat with rollover restraint and a seatmounted airbag all available. The Penske stand also featured new generation MAN Truck Generation (TG) models on show, although this is one new model range where New Zealand is several months ahead of Australia in the launch process. The MAN show line-up included the 12t GVM TGL powered by a 250hp D08 SCR-only engine, the versatile 26t GVM TGX with MAN’s 13-litre D26 engine, and the TGX 26.640 with MAN’s flagship 15-litre 640hp engine and the spacious ‘maximum’ GX cab. Another brand with electric aspirations is Isuzu and the Australian distributor must have worked hard to secure an example of the new Isuzu N Series electric that was on show for the first time outside of Japan. The N Series EV was launched alongside a full model change of the light-duty N and medium-duty F Series range of trucks in Japan back in early March. In reality the battery electric N seemed a little underwhelming in a Japan domestic specification – and the smallest size of cab and chassis. Small batteries and a propshaft connecting the electric motor to a conventional rear axle is a considerably less advanced solution that the integrated motor and axle that features on the second generation Fuso eCanter. Interestingly, in contrast to Hyundai’s hydrogen focus in New Zealand the Brisbane attention was focused on the electric version of the Mighty, another truck already launched in the New Zealand market.

Iveco had plenty to show off and talk about. In the heavyweight category the new S-Way - which went on New Zealand roads before its Australian debut -lined up alongside the new T-Way, the replacement for the Trakker. Iveco has high hopes for the T-Way, particularly in New Zealand’s ground spread and construction tipper sectors. It’s also another truck range for which the New Zealand model range differs from that launched in Australia. New Zealand will get 6x4 models in addition to the 4x4, 6x6 and 8x4 configurations offered in Australia. There is plenty of commonality between S-Way and T-Way, most significantly the range of Euro 6 (Step E) engines across the Cursor 9 and Cursor 13 engines with Iveco’s patented Hi-eSCR aftertreatment comprising Diesel Oxidation Catalyst, Diesel Particulate Filter, Selective Catalytic Reduction and Clean Up Catalyst. The new Iveco eDaily made its debut outside of Europe in Brisbane and is confirmed as the first Iveco electric vehicle to be offered in ANZ markets. In Europe the eDaily range is available in several van and cab/ chassis variants and with one, two or three batteries depending on configuration, with combined battery capacities of up to 111kWh producing power and torque of up to 140kW and 400Nm. That provides a loaded drive of up to 300km, which Iveco says is among the best of any electric light truck or large van available. The show vehicle is a 70C cab chassis with 4350mm wheelbase, 7.2t GVM and three batteries; it is one of several models that will be tested locally in preparation for roll-out of the broader eDaily line-up. Iveco has developed multiple charging options for the eDaily including standard onboard 11kW AC charger, optional 22kW onboard AC charger, or up to an 80kW DC fast charging. Depending on battery options, full charge times of between three and nine hours can be reached using the on-board chargers, and more than 80% charge can be achieved in under 90 minutes using DC fast charging. Immediately after the Brisbane show the eDaily will be used for Truck & Driver | 63

Above: Isuzu showed off its EV version of the new N Series. Below: Cummins attracted attention with its `fuel agnostic’ X15 engine series capable of running on diesel, natural gas or hydrogen. evaluation work in Australia. Iveco says being based on the conventional Daily range will benefit bodybuilders with all the main electric components within the conventional chassis with no protruding parts. And the chassis itself carries the exact same body mounting positions as the diesel product, ensuring body fitment remains simple.

The place to see the heart of the DAF 660hp model was the Cummins stand where the display featured the next generation X15D engine in both Efficiency Series and Performance Series specification. The entirely new 15-litre platform, will deliver the highest-ever outputs for a Cummins truck engine while setting new standards for fuel efficiency. It’s from the Performance Series that DAF will source the 660hp X15 for its Aussie only 6x4 tractor version of the XG+. Only being developed in Euro 6 specification, field testing of the new engine began in Australia in 2021. The DAF 660 announcement was interesting as Cummins says there is no set date for release of the X15D in Australia and New Zealand. Cummins says the X15D offers a dry weight reduction of 225kg compared with the current X15 and a unique cylinder design enables much higher peak cylinder pressures – 20% higher than the current engine – to improve power density and overall efficiency. The latest evolution of Cummins’ XPI (Extreme Pressure Injection) fuel system, will enable ratings up to 660hp and massive peak torque of 2360 lb ft. The early field trials of the 660hp X15D in Australia have shown fuel economy improvements of up to 8%. By the end of 2023, Cummins will have more than 10 trucks involved in the field trial with the aim of accumulating more than five million test kilometres. Cummins staff appeared busy fielding questions about its central engine display which introduced its so-called `fuel agnostic’ family of X15 engines. These near-future have been developed so a common engine block and bottom end can be fitted with specific

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Above (left): Pure Hydrogen HD49T will go to work for PepsiCo in Australia. Top right: New Kenworth K220 attracted plenty of interest. Lower right: Iveco introduced the new eDaily. Below: Volvo’s new FM Electric (left) and the Freightliner Cascadia 126 with 60-inch sleeper.

cylinder head and induction systems for diesel, natural gas and hydrogen combustion. Somewhat hidden and difficult to get a close look at on a small display area was the new hydrogen fuel cell electric truck that Pure Hydrogen will soon but to use on Australian roads. The futuristic looking HD49T is being leased to PepsiCo Australia and will be used in Brisbane as a back-to-base truck taking product from factory to distribution centre on a daily basis. The company believes it will be a stepping-stone to help PepsiCo decarbonise. Developed in partnership with HDrive, the HD49T has a range of

500km on a full tank of hydrogen. Pure Hydrogen says it has other customers preparing for roll out of other projects and is taking orders from new customers. The company has many other models and designs available and suitable for different industries. Pure Hydrogen is also developing hydrogen infrastructure including and has a proposed Moreton Bay Hydrogen Hub to the north of Brisbane where the company will be supplying green hydrogen. One major truck brand was an obvious absentee from the Brisbane Truck Show with Scania opting not the attend this year. T&D

Truck & Driver | 65

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Volvo’s Sustainability Summit presented the FE Electric (left) and FH Electric models.

The Kenworth T680 hydrogen fuel cell truck on show in Brisbane will remain in Australia for a research project with Deakin University.

By Colin Smith

Volvo charges into the future WHILE MOST BRANDS HAD AN ELECTRIC STORY TO TELL AT the Brisbane Truck Show, it’s Volvo that has the most advanced plans for electric trucking in Australia. Alongside the largest range of electric models (six globally) and firm targets for EV sales and emissions reductions, Volvo has also confirmed its intention and timeframe for building both FM Electric and FH Electric models at its Wacol plant in Queensland. The day before the truck show opened in Brisbane, Volvo Group Australia invited the media to the introduction of the FH Electric and hear details of the EV strategy. The following day an FM Electric was unveiled on the show stand and Volvo says its five-strong FE, FL, FMX, FM, and FH Electric model range is available to order in Australia. The bonneted FNR Electric remains dedicated to North America. Possibly the biggest signal of Volvo’s intentions was the attendance of Volvo Trucks President Roger Alm at the Brisbane show. Speaking at Volvo’s pre-show Sustainability Summit, Alm outlined the change ahead for the transport industry; “is actually the biggest transformation since we gave up horses and wagons over a hundred years ago.” Alm says Volvo is leading the development of production of electric trucks and will also pursuing other energy technologies, including hydrogen. “Volvo Trucks is the first mover into this transformation because we decided very early that electrification was the best way to reach zero transport [emissions] for our customers,” says Alm. “In 2019 we started series production of our first electrical trucks for city distribution and refuse handling. In September last year we started production of our heavy-duty electrical trucks. We are still the only global truck manufacturer with serial production of heavy duty electrical trucks. “Today we have six electric trucks in serial production covering the majority of the customer needs. Everything from city distribution to regional haul and construction transport. This is by far the widest offering in the industry of electrical trucks.” Alm says that in the first quarter of 2023, Volvo enjoyed close to 50% market share of electric truck sales in both Europe and North America. “The numbers compared to diesel are still small. But it is growing

at a fast speed. So far, we have sold more than 5000 trucks into 40 countries.” Alm outlined Volvo’s targets for emissions reductions. “By 2030 our ambition is that 50% of the global volume we will sell will be battery electric or fuel cell electric. And by 2040 all trucks we sell will be net-zero emission trucks. The entire running production of trucks we have will be net-zero by 2050. “This is a very ambitious target. We are very determined to continue to lead the transformation and are investing more than ever to lead the transformation.” Hydrogen technologies as well as net-zero biofuels and similar will also play a role in Volvo’s strategy. “We are talking about different technological solutions, but we strongly believe that battery electric trucks will in the huge majority Volvo Trucks President Roger Alm, with Martin Merrick, President of Volvo Group Australia.

Truck & Driver | 67

Volvo FE Electric was on show in Brisbane as a refuse collection truck. towards reaching our target of selling 100% fossil-free vehicles by 2040,’ Alm says. “We need to work with more than one solution depending on the availability of green energy, infrastructure, applications and certain conditions in different markets.” The combustion engine will continue to be a solution but will have renewable fuels. Fuel cell electric research is also well underway with Volvo joining with Daimler Truck as joint partners in the cellcentric venture. “We team up with Daimler [on fuel cells] because this is very costly. We develop the base technology together with them, but then we will implement it in our trucks according to our way of developing trucks,” Alm says. “A couple of years from now we will do real customer tests. We foresee this technology will be mature in the second half of this decade.” The aim is to develop trucks with about 1000km of range and a similar refuel time to a diesel truck. Alm says Volvo’s capabilities to lead the electric transformation are also based on its global network of about 2300 service locations and the production systems employed in its 13 factories around the world which allow diesel, natural gas and electric trucks to be built on the same production line. Among those production facilities is the Wacol plant which has The big Mack attraction was `Big Bunk’, a Super-Liner equipped with a new 70-inch sleeper.

68 | Truck & Driver

operated for 50 years and recently built is 75,000th truck. The Wacol plant is expected to begin building FM and FH electric trucks in 2027. Some Australian regulations will need to change to make this possible. Australia currently has a maximum vehicle width of 2500mm, and the large Volvo models are built to the common European width of 2550mm. The front axle ratings will need to increase by 1000kg to 7.5-tonne. The process is underway in Australia to allow both changes. The American side of the Volvo Group effort at the Brisbane Truck Show was also an important one as Mack Trucks celebrates six decades of Australian manufacturing. It marked the milestone with the unveiling of two impressive prime movers – a Super-Liner nicknamed “Big Bunk” featuring a new fully integrated walk-through 70-inch sleeper, and an optimised spec Mack Anthem 36-inch fully integrated sleeper model in 34-Pallet B-Double configuration. `Big Bunk’ previews a new walk-through sleeper available in a variety of configurations as an option for the heavy haul-oriented Super-Liner. “The addition of a 70-inch integrated sleeper really bolsters the Super-Liner’s credentials as a heavy haulage and road train hauler,” says Tom Chapman, Vice President Mack Trucks Australia. The first 70-inch sleeper equipped vehicles are expected to be delivered to customers from Q4 2024. T&D

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Top: Mack Trucks Australia celebrated its 60th birthday at the Heritage Truck Association show Right: 35hp Fiat from 1914 with solid rubber tyres was the oldest vehicle on show and got attention from some of the youngest truck fans… Old Brits, ex-Australian Army Scammell with 335hp Cummins NTC power and 1959 7-tonne Bedford. Below: Macks of all ages were on show at the Rocklea Showgrounds.

70 | Truck & Driver

Top: Mint condition Cummins-powered International R210. Below: The American iron including this hard-working Mack mixed with old school Euros such as Mercedes-Benz 1418s at the HTA Show.

Pristine and patina SEVERAL EVENTS PLAY A SUPPORTING ROLE TO THE BRISBANE Truck Show and putting the trucks of yesteryear in the spotlight is the Heritage Truck Association Australia Inc. annual show. Staged on the Ron Lynes Oval at the Rocklea Showgrounds, the 2023 show was an impressive trucking history display with exhibits as old as a 1914 Fiat 35hp which featured solid rubber tyres. The feature theme of the 2023 show was the celebration of Mack Trucks Australia turning 60-years-old with a roughly 100-strong lineup of classic Mack models and recent special edition trucks lined up on the oval. There were some rarities including Autocar, AEC, Oshkosh, Scammell and Diamond T among the ranks of well-represented

Kenworth, Mercedes-Benz, Mack and International marques. The presentation of trucks at the HTA show ranges from sparkling concours condition to proudly bearing the scars of long working careers in tough Aussie conditions. The Heritage Truck Association Australia Inc. was formed in 2002 to cater for the growing interest in historic trucks and the Rocklea show celebrates the contribution of the men and women who drove and lived with these great machines of the past. The association’s mission is “keeping old wheels turning” and many of the trucks on show had been driven to Rocklea to offer a contrast to the latest technology on display at the Brisbane Truck Show. T&D

Truck & Driver | 71

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Above: Old trucks and new filled the streets and plaza at Southbank during the Brisbane Truck Show. Below: Attention grabbing O’Phee Trailers double stacker container mover (top) and new Western Star 48X (centre) were lined up in Little Stanley St while Daimler Truck brands (below) were on show at Brisbane City Markets.

THE BRISBANE TRUCK SHOW REACHES A MUCH LARGER audience than the reported record four-day attendance of 42,855. Hosting the show within the Brisbane Exhibition and Convention Centre puts the trucking industry into downtown Brisbane for the week of the show. The surrounding streets and South Bank Parklands space presents the industry to the city workers, shoppers and tourists who visit the riverbank area and its restaurants and bars. This portion of the show is billed as the South Bank Truck Festival with Little Stanley St featuring the Caltex Truck & Trailer Showcase which includes Electric Avenue – a display of zero-emission trucks on Little Stanley Street which included Volvo, Janus Electric, MercedesBenz, SEA and Fuso models. A big attraction was the world-first Super B-Double/Triple SKEL trailer developed by O’Phee Trailers. To be used for Brisbane Port logistics, the impressive 32-metre long “London” unit double can stack four 40-foot or eight 20-foot containers in double configuration or six/twelve as a triple. Stanley Plaza also featured truck displays with the main attraction being final assembly of the almost one million brick Lego Mack Anthem drawing a steady stream of young and old studying the Guinness World Record attempt build. In terms of general media coverage, the Lego build gained both Mack and the truck show national prominence. South Bank Parklands also featured family concerts while the HVIA National Apprentice Challenge was held at the South Bank Piazza. The industry also made its presence felt elsewhere around Brisbane with several manufacturers putting trucks on display in locations around the city and trucks were also featured in Brisbane airport displays. The South Bank Truck Festival is supported by Tourism and Events Queensland, Brisbane City Council and South Bank Corporation. T&D Truck & Driver | 73

FEATURE

Shining in Southland GORE HOSTED ANOTHER HUGELY SUCCESSFUL HOLIDAY weekend truck show in early June. The King’s Birthday weekend event saw 127 trucks entered for the McDonough Contracting Gore Truck Show, the annual showcase for the Southland transport industry. Judging across 45 categories was completed at the Transport Repairs yard and taken seriously by drivers and owners who put

long hours into presenting their trucks in pristine condition. “It was a beautiful day and there were lots of people in town to see the trucks,” says show organiser Rhonda Wilson. “We had 127 trucks entered and everything was to a very high standard. You could see the effort that had gone into preparing the trucks.” Early Saturday afternoon provided the chance to put the rigs

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74 | Truck & Driver

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FEATURE

Freight Haulage enjoyed success at the Gore Truck Show with Ryan Davidson’s Mack Anthem winning two prizes (opposite page) and Lindsay Stuck taking the King Rig prize with his new Scania R 620 (above).

Right (from top) There’s always plenty of variety at the with Northern Southland Transport (above right) showing off its present and it’s history... Dynes Transport had its hydrogen dual fuel DAF on display... Restored Mossburn Transport 1968 Mercedes-Benz L1418... Eden Haulage took a repeat win in the Best Fleet category. Photos by Murray Beck

in the public spotlight with a popular parade through the Gore streets. The King Rig winner this year was Lindsay Stuck’s Freight Haulage 2022 Scania R620. It was a repeat win for Lindsay who won the title in 2016 with his previous truck. It turned out to be a very successful day for the team from Freight Haulage with prizes also going to Nigel Cleghorn (Best Freightliner) and the Mack Anthem of Ryan Davidson (Best Tractor and Best Linehaul). Prizegiving was held Saturday evening at the Croydon Lodge with the People’s Choice award going to the Slice of Heaven Mack driven by Lachlan Andrews from Protranz while the best fleet for the second year running was judged to be Invercargill’s Eden Haulage. The Best Paintjob prize was claimed by the new Protranz Scania S 770 Grey Ghost driven from Auckland for the event by Gerard Daldry. The Gore Truck Show will run next year on the same traditional date – King’s Birthday Weekend, Saturday June 1. T&D

Truck & Driver | 75

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THE NEW MAN AT THE TOP OF PACCAR AUSTRALIA, WHICH manufactures Kenworth and DAF trucks, has a clear view of where the company is going under his leadership. It’s a direction the new managing director, Damian Smethurst, has formed during 25 years with the company in a variety of roles. Speaking in the offices of New Zealand agent Southpac Trucks on his first visit as MD, Smethurst says upfront he will continue ramping up the investment in new plant and equipment to improve productivity, output and market share. After all, it’s a direction he’s helped shape in his previous senior roles. Before his elevation to the top job he was general manager Paccar Parts for five years. Before that he was chief engineer and director of operations for Australia. Holding the line means Paccar Australia continues its commitment to local manufacture. For 52 years it has been building Kenworth trucks in Australia, specifically so that it can configure them to `down under’ conditions. It built its 70,000th Kenworth last year and recently built its 1000th DAF truck after beginning Australian production in 2018.

“Our strategic advantage has always been our local engineering and manufacturing capability,” says Smethurst. “It’s low volume compared to other international markets but [we are building] what our markets need and we see New Zealand as a key market for that as well, not just Australia.” One of the traditional bonuses of buying a Kenworth had been the practice of inviting new owners to tour the factory to see their truck, or another just like it, being built, sometimes picking it up at the same time. Some owners who had toured the factory before would pass the privilege on to the new truck’s driver. Despite having a lengthy ‘to do’ list already, Smethurst says the company is getting factory tours going again after Covid had called a halt. He’s well aware of the loyalty that seeing trucks being built on home turf inspires in people. Demand, though, isn’t the big issue at the moment; Paccar’s challenge is satisfying demand, which shot up during Covid in response to government stimulus initiatives such as instant asset write-offs. “When I first started, we were building six trucks a day, 25 years Truck & Driver | 77

ago. We did reach 20 trucks a day for a time in 2007, for very brief period of time.” Fluctuations in demand have always been part of the picture. It was down to three or four or five trucks a day after the global financial crisis. “We just haven’t seen this level of demand – certainly in my time. In this recent spike we’ve cycling back up to the 18-20 truck-aday mark but our order-taking is much higher than that. We could probably build 50 trucks a day and still have a bit of a waiting list. “That’s certainly unrealistic in terms of the investment needed to reach those levels but we think we’re capable of getting up to 20 trucks a shift in the next five years. We’re running two shifts, a day shift and an afternoon shift – if we can achieve that, that will give us some level of capability and capacity. We’ll need to continue to invest in that space.” Ramping up production per shift would also give flexibility in that the company could scale down production in the second shift, if and when it needed to. “It’s really just a matter of shifting capacity from afternoon shift to the day shift so I’m not concerned we’re over capitalising in that space. “We’ve tried to build in capability and I think we have great capability we just haven’t been able to achieve that productivity yet. That’s something given my operations background I think I can help them with in the short term - to get our build rate achieving a more consistent rate and hopefully a higher rate, to get through the backlog of orders. We’ve got a lot of orders to punch through in the next 12-18 months.” Smethurst plans to continue to build on the $55 million investment package his predecessor, Andrew Hadjikakou, commenced to address the growing backlog of orders. A 10,000sqm parts warehouse supplying the factory has been added and another 5000sqm is planned, increasing its size by 50%. Smethurst managed the parts business through the Covid

78 | Truck & Driver

period when the world learned the downside to `just in time’ manufacturing. “The more reliable and available your aftermarket parts are the more confidence and trust your customers have so that’s really helped us, especially through the Covid period. When things were really hard to come by we doubled down on our inventory to try to maintain a level of availability. That helped our customers keep their trucks on the road and so I think we served our customers well during that period. Yeah, we had shortages but I think we were able to maintain our availability much better than the competition.” Smethurst now has a wider brief but satisfying customers still comes down to product availability and quality. Managing the logistics to deliver that remains a challenge. A recent development provides a neat solution to a big problem. The cabs for 410s, 310s, 650s are manufactured in America, put in containers and shipped across the Pacific. “You are shipping a whole lot air doing it that way, so we’ve just finished installing a robotic cell that will build those cabs for us in the factory in Bayswater. “We’ll still get the stamped panels but they can be nested and packed much more densely in containers, then we can build those cabs at a rate we need. “Rather than having to forecast three, six months in advance, we can control the numbers of cabs in our build rate a little bit better so it will give us a win-win. It will reduce some of our logistical costs and give us more flexibility.” Paccar has also installed new equipment for building the chassis and is adding more robotics to the painting process. “We’ve got two paint lines so we want to duplicate that robotic capability on the other side of the line so we can build more cabs and more trucks. Quality is a lot better with the robotic paint – there’s a consistency of application. We can design that in through the software. “We’re also putting in a new wheel aligner and a new dyno, and

Above: The Bayswater factory in Melbourne has built more than 70,000 new Kenworth trucks.

Below: The new K220 range represents local development to create trucks suited to Australian and New Zealand conditions.

new touch-up paint booths so we’ve built a new test centre. We did have a lot of those offline operations squeezed into a shed and now we’ve got them in a dedicated building, so that’s really helping the flow and increasing productivity.” Smethurst’s breadth of experience across the business can only help him to find productivity gains. “I started my career in operations at the factory, running around as a manufacturing engineer. I never thought I’d be sitting here in this role but it’s a pretty good opportunity. “I love the local Aussie manufacturing capability that we have and I’m passionate about that.”

As an engineer Smethurst helped develop many of the trucks we see on the road today. “I guess I worked closely through my engineering phase on the 610, the 610 SAR and the 410, in our product planning team. “I came into the engineering role at the tail end of the K200 so I didn’t really get a lot of that – other than the plaudits at the end. I was the chief engineer so I had an overview of the project as a whole rather than specific design features but it involved working with all the departments, local and overseas, and dealers and customers and field trials, engine programmes so those ones were probably the highlights.”

Truck & Driver | 79

Left: Damien Smethurst.

Right: New generation DAF models are expected to reach the New Zealand market from 2025.

If other manufacturers think the Australian market is too small to cater for specifically, New Zealand can consider itself lucky that Paccar Australia and its Kenworth agent here, Southpac Trucks, are responsive to the even smaller New Zealand market’s needs. “Your trucks and applications are quite different,” says Smethurst. “Your twin-steer applications are through the roof, K200, 610 and 659s – I guess that was another engineering project I was involved in in engineering was in designing the twin steer 659. “I’m pretty proud of that. It’s done really well in this marketplace. I’ve seen plenty of them around. “The 360 is the smaller one that you don’t tend to see too many of in New Zealand but that’s been a huge success in Australia. They are probably the ones I worked on the most.” Smethurst says the new K220 has been well received and Paccar is in the process of ramping up production from the current one truck a day. They are still building the K200 but are not taking any more orders. While the K220 features more of the driver aids and comforts typical of Euro trucks, Smethurst doesn’t think Paccar is moving too far from the robust Kenworth qualities that buyers appreciate. “There are traditional guys who don’t want any change and then there’s more progressive people who like some of the creature comforts that we all enjoy in the cars that we drive,” he says. “There’s always a struggle and a debate about how far do we go with some of these product designs, but the real change is inside around the driver’s seat.” He says when the 610 was released, customers asked when that technology was going to come to the K2. “That pull was coming strongly from customers. We’ve also pulled the roof profile forward so you can stand up in between the seats without hitting your head on the vista windows. “We didn’t want people cricking their necks and ultimately the vista windows have no real function other than exterior form. A lot of people just pull curtains over them and never use them. “Some of them leak or have other issues as well so I guess we followed through again on the 610 styling design where we removed them from that range. You can paint them on if you really want them.” The hot topic among customers at the moment is pricing. “It’s getting harder to continue to compete. We don’t set our pricing on what the competition are doing. We set our price on what our inputs are and perhaps we’ve tried to not pass on some cost increases, trying to protect and absorb a little longer than we perhaps should have done. “Unfortunately, it got to a point where we did need to pass on some cost increases and I fully understand and appreciate that 80 | Truck & Driver

has impacted a lot of our customers. It’s a topic of most of the conversations we have with customers and we’re not shying away from it. We’re here to have those conversations in person.” Smethurst says the recent introduction of the K220, and the fact DAF trucks are already running Euro 6 engines ahead of Euro 6 compliance, means Paccar Australia is in a comfortable position on the model front. He believes new product will help to grow the DAF business. “The new XG cab platform will transition through the whole DAF range but that’s going to be a three or four year journey. We’re working with DAF to make sure our specs standards are met before we make that transition.” Smethurst noted that while Paccar Australia supports Southpac with DAF parts as required and they work together on projects, Southpac deals with DAF in the Netherlands and orders directly from there. “They have for a long time so I don’t see that changing in the short term,” Smethurst says. While Paccar showed an electric DAF LF at the Brisbane Truck Show it’s not in the company’s short term plans for this part of the world. The same applies to the hydrogen fuel cell Kenworth T680 shown in Brisbane which features Toyota-developed fuel cell technology. “We really just brought both of those products over to Australia to begin the journey to learn to understand what their capabilities are, what their capabilities aren’t. “Those two are still very much R&D products. The LF might do a little bit of work to test range, capacity, drive – those sorts of things. I don’t see them being available in the Australian market in the foreseeable future. “The fuel cell truck is again something we’re learning a little bit about – what it means to run hydrogen, what infrastructure requirements might need to be. It’s raising more questions than answers at this point in time but I guess having those products physically in the country helps us to frame those questions.” The current Paccar line-up is pretty stable according to Smethurst. “The product has evolved a lot in my 25 years and in the 25 years before me and it’ll continue to evolve, so it’s still a very, very viable operation doing what we do. “We’ve certainly had cost pressures like everyone else over the last few years which is challenging everyone through the supply chains but we’ll work through that.” “At some point in time we might well update the T6 and T4 but right now all our focus is on trying to manufacture the current orders as efficiency as we can. That is really the primary objective for the next 12-18 months.” T&D

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

To have some insight into what politicians are thinking about issues impacting the road transport industry, NZ Truck & Driver has offered each of the major political parties the opportunity to voice their views on trucking matters each month. This month we get to hear from the ACT and National party transport spokespeople with the election now only months away. T&D

INFRASTRUCTURE REFORM FOR BETTER ROADS By Simon Court, ACT Party spokesperson on transport POTHOLES, WORN-OUT SIGNAGE, inadequate markings, and outdated infrastructure contribute to accidents and traffic congestion. Moreover, neglected roads impose a financial burden on taxpayers who have to bear the costs of constant repairs and vehicle maintenance resulting from subpar road conditions. I recently asked the (currently stood-down) Minister of Transport, Hon Michael Wood, about the maintenance of New Zealand’s road network. The response from the Minister was both revealing and concerning that Waka Kotahi, the New Zealand Transport Agency, does not invest in roads at the same rate as their depreciation. This admission sheds light on a long-standing issue that successive governments have failed to address adequately. The road network requires consistent and sustainable attention, not sporadic bursts of activity. Instead of ad-hoc initiatives, we need multi-generational work programmes that can lay the foundation for a robust and reliable transport system. One of the key problems lies in the government’s focus on mega projects such as Auckland Light Rail, Let’s Get Wellington Moving, and the recently cancelled Waitemata Harbour bike bridge. This has diverted attention and resources from essential maintenance and upkeep of our road network. The pursuit of flashy, highprofile endeavours seems to take precedence over addressing the urgent needs of our infrastructure.

Furthermore, future projects like the Waitemata Harbour Crossing suffer from scope confusion because of poor climate policy and the Government’s obsession with reducing vehicle kilometres travelled by 20%. The focus on light rail as part of the proposal means that any replacement for the existing crossing may be decades away, rather than before the 2030 date when the existing bridge reaches the end of its lifespan. One example of a programme that deserves more focused investment is Road to Zero. While its objectives are commendable, the unrealistic timeframes imposed by political ambition have hindered its progress. The consequence of these rushed timelines is the wholesale reduction of speed limits, often at the expense of well-thoughtout designs that incorporate essential safety features like barriers, guardrails, and passing lanes at regular intervals. Such compromises not only affect road safety but also highlight the lack of thoughtful planning in maintaining our network effectively. It is high time that we hold our governments accountable for their neglect of our road network. It is not enough to focus solely on grand projects and ignore the vital maintenance work required to ensure a safe and efficient transportation system. We need a comprehensive and sustainable approach that prioritises regular maintenance, strategic investments, and thoughtful planning. Successive governments have failed to

Simon Court

recognise the importance of maintaining our roads adequately. ACT believes structural reform is clearly necessary to return discipline and efficiency to infrastructure delivery in New Zealand. ACT would start by establishing a new independent state-owned enterprise, Highways New Zealand, which would own and operate New Zealand’s state highway network. It would also construct any new state highways and conduct maintenance and improvements on existing highways. Highways New Zealand would be expected to be operationally self-funding out of user fees, including delivering a return on invested capital to the Government. It would be incentivised to deliver projects promptly and affordably, because delays and costoverruns would harm underlying profitability and, executive compensation. That means roading managers who fail to deliver on time and maintain safe roads could have their pay docked under a Government with ACT at the Cabinet table. Our infrastructure reforms subject investment to real discipline and enable proper pricing. That will allow taxpayers to get more bang for their buck and for more funding to emerge through innovative financing mechanisms. It is a practical prescription for progress. T&D Truck & Driver | 81

It’s political...

BUDGET LEAVES A POTHOLE IN ROAD MAINTENANCE FUNDING By Simeon Brown, National Party Spokesman for Transport and Public Service. LABOUR’S RECENT BUDGET REVEALS A DISREGARD FOR road maintenance, with funding for State Highway and local road maintenance seeing significant cuts through the National Land Transpor t Programme. This programme is what NZTA uses to set out its plan for the National Land Transpor t Fund, which is paid for by Kiwi motorists through the taxes they pay at the pump and through road user charges. I have always been clear on my position on the National Land Transpor t Fund – if road users are paying for it then it should primarily ser ve and benefit these road users. However, despite this fund being paid by those who use our roads, the government has dramatically cut funding from the National Land Transpor t Fund toward both State Highway and local road maintenance. Through Budget 2023, State Highway maintenance funding has been reduced by $164 million, while local road maintenance has faced a staggering decrease of $314 million. This amounts to a 25% reduction in maintenance funding for State highways and a 40% reduction for local roads, revealing that the government’s priorities are clearly not where they need to be. The results of these reductions in road maintenance funding are a cause for concern. As road maintenance funding decreases, Kiwi commuters can expect to encounter more potholes and deteriorating road conditions. Earlier this year, I received data from NZTA that showed that over 54,000 potholes needed repairing last year alone. These hazards pose as threats to road safety and increase the likelihood of accidents, potentially resulting in injuries or even loss of life. However, it is not just safety that is a concern. These reductions in road maintenance funding will also lead to 82 | Truck & Driver

Simeon Brown disruptions in travel and connectivity for our regions. Many communities around New Zealand rely on our State Highway and local road network for essential ser vices. Neglecting these networks will impede economic growth, access to impor tant ser vices for some of our most vulnerable, and hinder emergency response times. The currently suspended Transpor t Minister’s response to these reductions have been evasive at best. While Michael Wood disputed the figures, he failed to disclose the actual funding allocation for road maintenance. This lack of transparency is concerning and flies in the face of any claim that this is the most open and transparent government. National has always been clear with New Zealanders when it comes to our view on road maintenance funding. By refocusing budget allocations on vital road maintenance needs, we would ensure the safety, accessibility, and efficiency of our State Highway and local road networks. This begins with increasing efficiency and productivity in our economy by focusing on infrastructure projects that matter most to New Zealanders, not vanity transpor t projects like Auckland light rail. I recently received a copy of a sur vey by the Automotive Association that showed that 71% of New Zealanders believe that fixing road surfaces is a priority and something that they would like to see the government do more of. As we approach the election in October, I look for ward to continuing to meet with Kiwi motorists and the wider transpor t sector around the countr y. Your concerns are impor tant and must be listened to. New Zealand is a great place to live and work, however right now we face many challenges, especially on our roads. National is committed to addressing these challenges and will restore fiscal discipline back to transpor t spending. T&D

National Road Carriers

We’re just one serious accident away from knee jerk regulations Justin Tighe-Umbers, CEO, National Road Carriers Association

INCE TAKING THE HELM AT NATIONAL ROAD CARRIERS, I’VE had numerous conversations with transport operators, officials and industry partners about safety standards in the road transport industry. Most New Zealand truck drivers set their own high safety standards and consistently meet those standards. Problem is, there is a real gap between operators who do the right thing and those who cut corners. It only takes one serious accident to risk a knee jerk reaction that would bring fast, but not necessarily good, regulation. This is why National Road Carriers (NRC) and our partners the New Zealand Trucking Association (NTA) are calling on the regulators to work with industry to define good practice for road transport safety. Our association members have asked for more structure, with clear benchmarks and formal recognition of safety standards. Many want to undertake continuous improvement but need a framework to further promote best practice and safe behaviour. The construction and logging industries are already on this journey, with logging now having an approved framework. It makes sense to partner with safety regulators and others in industry to implement industry-led work-related road safety programmes that give the transport industry better certainty and direction. We support a programme that ensures transport operators agree to a code of conduct and are accredited based on industry standards to mitigate risk and improve compliance and safety. This is underway and key freight partners have met with Waka Kotahi to set up a Road Freight Safety Partnership Forum. The New Zealand transport industry is keen to quickly establish a robust road transport accreditation programme. Fortunately, the industry has high safety and compliance standards, so existing business risk is well managed. But we are very conscious of the duty of care operators have to their drivers, families and other road users and that we need to ensure best practice standards are in place across the board. An industry-led vehicle accreditation scheme will allow us to have a world class business and risk management system that will give

Justin Tighe-Umbers

operators recognition, and their customers confidence in their work practices. It satisfies a growing trend for customers to require suppliers to have comprehensive risk management systems in place for tenders and, as members are externally audited by a third party, accreditation is robust evidence of compliance across the business. It’s not only safety standards that are being regulated. Under the Government’s Emissions Reduction Plan, the road transport industry is required to reduce carbon emissions by a massive 41% from 2019 levels by 2035. While individual companies can measure emissions reductions, there is currently no way to measure them across the sector. Like the safety issue, we need the whole industry ecosystem including Government agencies and industry associations working together to co-ordinate the measurement and management of emission reductions. As a middle-aged business owner who loves the simplicity, reliability and design maturity of diesel engines, you might think this doesn’t affect you or wish you could turn a blind eye before you exit over the next 10 to 15 years. We get it. The reality is this is not going away, and it needs to be faced up to before you sell or pass on to the next generation. Corporate boards of directors and executive teams are insisting their operations reduce carbon emissions right through their supply chains. This is an inescapable sea change and NRC and NTA are working with Government and others in industry so we can help guide you through it with the least possible disruption. It’s natural to yearn for the good old days but there have always been challenges – our associations were founded for that very reason. Our job these days is to act as a think tank, to understand what the future of freight looks like and to convey that to our members so you can be prepared for it. Our other role when it comes to new regulations is to advocate for the industry through the inevitable changes with Government and the sectors, companies and people you serve. To learn more about the safety standards we’re working on, or climate change regulations, please give us a call. T&D Truck & Driver | 83

0800 320 320

@PPGANZRefinish

www.ppgrefinish.com.au

New Zealand Heavy Haulage Association

Overweight loads require careful permitting.

Ensuring compliance with Overweight permits By Jonathan Bhana-Thomson – chief executive, New Zealand Heavy Haulage Association

VERWEIGHT PERMITS ARE ISSUED BY ROADING authorities to manage the transport of indivisible loads over bridge structures with heavier axle loadings than normally allowed for heavy vehicles. This is to ensure that the structures are not overloaded and are within the operational limits of the bridge or culvert. There are several key compliance aspects with overweight permits that operators need to pay attention to. 1. Indivisible Loads Large and heavier loads that cannot be easily reduced in weight, and when transported still exceed the normal axle limits, can be moved on an overweight permit. Typically, these are large pieces of earthmoving machinery, large objects such as transformers, and include overweight vehicles such as mobile cranes, drilling rigs or agricultural machinery. 2. Overweight Permits Permits need to be sought from all the different roading authorities that the heavy load is to travel on. Typically, this includes NZTA for the State Highways, and local Council’s for local roads. Some NZTA regions are also including local authority roads on their permits once the bridges have been modelled in the permit issuing system. Typically, operators that will use the permits in their operation will get continuous permits for up to two years, but there are also oneoff permits available for heavier loads. Operators need to ensure they have permits for the routes they will travel, and those permits allow them to travel that route without overloading any structures which they need to cross (no “Do Not Cross” restrictions). 3. Bridge Restrictions Operators need to be able to identify and comply with any speed or position restrictions that are listed on the overweight permit for structures that will be crossed. For this, both operators and

individual drivers need to be registered and trained for Bridge Jonathan Bhana-Thomson Engineering Self Supervision (BESS) with NZTA to cross of these bridges. There is a specific process involved with this, and renewals of the BESS license for drivers must be undertaken every five years, so it pays to keep an eye on expiry dates. There are assessors available around the country for both new and renewing BESS drivers, which are available through the Heavy Haulage Association. 4. Traffic Control On overweight permits, there are requirements listed for the control of traffic while an overweight load is crossing a bridge – these are individually listed for each bridge on the permit. It is important to manage the on-coming traffic especially if the overweight load is required to be positioned on the centre of the bridge and travels at a slow speed. Heavy vehicles following the load are required to be kept back 30m to not overload the bridge. 5. Route Restrictions and Travel Times Overweight permits can include a whole range of quite specific requirements for travel of overweight loads, and while the length of a permit can be extensive, operators need to read through all the conditions that are specified on the permit to ensure they are complying with them. These can include limits on dimensions that are able to be transported on motorways, and local travel time restrictions in addition to the normal ones for over-dimension loads. 6. Critical Conditions The permit lists three critical conditions that must be complied with, to do with gross mass, mass limits for the vehicle, and compliance with bridge conditions. Non-compliance with these can attract a $2000 infringement. T&D Truck & Driver | 85

Diesel and Turbo Wellington

Tom Bracken, Sales Manager

Established in 1988 Diesel and Turbo Wellington has evolved into a vibrant well respected business. We are proud to be the Caltex Lubricant Distributor for Wellington, Taranaki and Manawatu (Lower North Island). We understand that equipment reliability is critical to your business. Our professional team, and our Oil Shop Network can assist you with implementing efficient Lubrication service solution for your fleet, saving on down time and reducing operating costs. Call the Team at Diesel and Turbo 0800 568 9218 or your local Caltex Oil shop.

K & L Distributors BOP Ltd

Auckland Oil Shop

AND HAWKES BAY

www.dieselandturbo.co.nz Masterton:

Diesel & Turbo Mark, Ryan and Rob 06 378 6900

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Bells Diesel Truck & Tractor Craig 06 388 0449

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Caltex Raetihi Raymond 027 517 8322

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Westland Engineering Supplies 03-768 5720

We would appreciate the opportunity to quote on the supply of Products and Services.

Delo® 400 SLK with ISOSYN® Advanced Technology

For your nearest Oil Shop Freephone 0800 372 374

TD31067

Everfresh Transport driver Tanga Walsh is driving a new International 9870 T8, the latest addition to the 35-strong Everfresh fleet. The Hastings based 8x4 tractor is moving containers nationwide and is powered by a 615hp Cummins X15 developing 2050 lb-ft of torque with a Roadranger 20918B and Meritor 46-160 rear axle. Features include an Aero kit, Ox Blood red interior, under bunk fridge, ECAS suspension, factory fitted sliding fifth wheel, stone guard and Alcoa Dura-bright alloy wheels. Sold and delivered by Tristan Duffell, Cable Price, Invercargill.

OP Ltd

AND S BAY

TD31067

Market maintains record pace WITH EXACTLY 500 NEW REGISTRATIONS FOR THE month, May 2023 is the third highest month of May on record for New Zealand heavy truck sales and the market continues to run ahead of previous benchmarks. Overall truck market (4.5 tonnes to maximum GVM) registrations of 500 units is 18 units (-3.4%) behind the May 2019 record volume and 11 units behind May 2022. But the consistently strong market in 2023 means year-to-date (YTD) registrations to the end of May continue at record levels. The 2452 registrations in the first five months of this year is 25.5% ahead compared to last year’s 1952 units and is 10.5% ahead of the pre-Covid best of 2218 registrations in January-May 2019. The total of 148 new trailer registrations for the month is down on 2018’s best-ever May performance of 172. The 602 YTD total is also 14.2% down on the 2018 all-time record of 702 but is now 38 units ahead of the same five-month period last year. Truck market leader Fuso continues to edge ahead of its rivals, achieving 97 registrations in May and taking its YTD total to 513. It’s a small but growing lead over second-placed Isuzu (497 YTD and 91 for the month). Hino (330/73) retains third ahead of Scania continuing in fourth (238/53) position, while UD (126/32) moves ahead of Volvo (120/20) into fifth position. Iveco (111/18), DAF (107/16), Mercedes-Benz (92/20) and Foton (69/18) maintain position to complete the top-10. In the crossover 3.5-4.5t GVM segment Fiat continues to lead the opposition, registering 73 YTD. However, the latest reports show no Fiat registrations for May 23. Ford (48/1) hold second while Mercedes-Benz

(44/3) retains third ahead of Iveco (34/3). In the 4.5-7.5t GVM category, Fuso (268/54) is extending its YTD lead over Isuzu (140/31). Iveco (66/5) is third YTD, ahead of Hino (80/25), Iveco (75/17), Foton (68/25) and Mercedes-Benz (64/7). The 7.5-15t GVM division sees Isuzu (226/36) continuing to grow its lead over Hino (94/19) and FUSO (79/20). Foton (42/11) and Iveco (15/2) are a long way back in fourth and fifth respectively. In the small 15-20.5t GVM class, Hino (37/8) retains the YTD lead ahead of second-ranked UD (23/6) who move ahead of Fuso (20/2). Scania (13/4), Mercedes-Benz (8/1) both retain top-five rankings YTD. Hino (12/7) continue to dominate the tiny 20.5-23t segment with 7 registrations for the month, followed by Isuzu (2/0), Fuso (1/1). Volvo and DAF have joined this segment with their first 2023 registrations during May. In the premium 23t to maximum GVM market, Scania is strengthening its leadership with an impressive 49 registrations for the month taking its YTD total in 225 units. Fuso (144/20) is second followed by Hino (133/27) in third. Isuzu (114/19) remains in fourth position followed by Volvo (114/19), DAF (100/14) and UD (100/24) in a tie for sixth. Kenworth (62/130, Mercedes-Benz (64/18) and MAN (42/7) complete the top-10. Fruehauf (74/20) led the monthly trailer registrations again during May – just as it has every month this year. Patchell (60/12) remains in second position ahead of Transport Trailers (45/11), Roadmaster (43/8), TMC (39/8), Domett (35/9), and M.T.E (28/6). Freighter (19/9), Transfleet (18/5) and Fairfax (15/4) round out the top-10. T&D Truck & Driver | 87

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

Vol 513 497 330 238 126 120 111 107 92 69 62 49 39 24 16 11 9 7 6 5 4 17 2452

2023

% 20.9 20.3 13.5 9.7 5.1 4.9 4.5 4.4 3.8 2.8 2.5 2.0 1.6 1.0 0.7 0.4 0.4 0.3 0.2 0.2 0.2 0.7 100

Vol 97 91 73 53 32 20 18 16 20 18 13 9 7 11 2 6 1 0 2 0 0 11 500

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

Vol 73 48 44 34 27 27 17 8 6 1 285

2023

% 25.6 16.8 15.4 11.9 9.5 9.5 6.0 2.8 2.1 0.4 100

Vol 0 1 3 3 3 4 1 0 1 0 16

4501-7500kg GVM Brand FUSO ISUZU IVECO HINO HYUNDAI FOTON MERCEDES-BENZ VOLSWAGEN FIAT OTHER Total 88 | Truck & Driver

Vol 268 140 66 54 29 27 16 16 5 16 637

2023

% 42.1 22.0 10.4 8.5 4.6 4.2 2.5 2.5 0.8 2.5 100.0

Vol 54 31 5 12 6 7 2 2 0 10 129

May

% 19.4 18.2 14.6 10.6 6.4 4.0 3.6 3.2 4.0 3.6 2.6 1.8 1.4 2.2 0.4 1.2 0.2 0.0 0.4 0.0 0.0 2.2 100

% 0.0 6.3 18.8 18.8 18.8 25.0 6.3 0.0 6.3 0.0 100

% 41.9 24.0 3.9 9.3 4.7 5.4 1.6 1.6 0.0 7.8 100

Fruehauf still ahead in trailer market 7501-15,000kg GVM Brand ISUZU HINO FUSO FOTON IVECO HYUNDAI VOLVO MERCEDES-BENZ MAN DAF UD TRUCKS OTHER Total

Vol 226 94 79 42 15 9 5 4 3 2 3 1 483

2023

% 46.8 19.5 16.4 8.7 3.1 1.9 1.0 0.8 0.6 0.4 0.6 0.2 100

Vol 36 19 20 11 2 1 0 0 1 0 2 0 92

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

Vol 37 23 20 13 8 6 4 4 3 118

2023

% 31.4 19.5 16.9 11.0 6.8 5.1 3.4 3.4 2.5 100

Vol 8 6 2 4 1 0 1 1 1 24

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

Vol 12 2 1 1 1 17

2023

% 70.6 11.8 5.9 5.9 5.9 100

Vol 7 0 0 1 1 9

May

% 39.1 20.7 21.7 12.0 2.2 1.1 0.0 0.0 1.1 0.0 2.2 0.0 100

% 33.3 25.0 8.3 16.7 4.2 0.0 4.2 4.2 4.2 100

% 77.8 0.0 0.0 11.1 11.1 100

23,001kg-max GVM Brand SCANIA FUSO HINO ISUZU VOLVO DAF UD KENWORTH MERCEDES-BENZ MAN IVECO MACK WESTERN STAR FREIGHTLINER SINOTRUK INTERNATIONAL HYUNDAI SHACMAN Total

Vol 225 144 133 123 114 100 100 62 64 42 27 24 9 7 11 6 1 1 1193

2023

% 18.9 12.1 11.1 10.3 9.6 8.4 8.4 5.2 5.4 3.5 2.3 2.0 0.8 0.6 0.9 0.5 0.1 0.1 100.0

Vol 49 20 27 24 19 14 24 13 18 7 10 11 1 0 6 2 0 0 245

Trailers Brand Vol FRUEHAUF 74 PATCHELL 60 TRANSPORT TRAILERS 45 ROADMASTER 43 39 TMC DOMETT 35 M.T.E. 28 FREIGHTER 19 TRANSFLEET 18 FAIRFAX 15 TES 14 TIDD 12 JACKSON 12 12 CWS HAMMAR 11 KRAFT 10 MJ CUSTOMS 8 MTC EQUIPMENT 8 MILLS-TUI 7 SEC 6 6 PTE LUSK 5 MAKARANUI 5 KOROMIKO 5 STEELBRO 5 MD ENGINEERING 5 ADAMS & CURRIE 4 4 LOHR LOWES 4 4 WARREN EVANS 3 TEO 3 MAXICUBE 3 LILLEY 3 OTHER 67 Total 602

2023

% 12.3 10.0 7.5 7.1 6.5 5.8 4.7 3.2 3.0 2.5 2.3 2.0 2.0 2.0 1.8 1.7 1.3 1.3 1.2 1.0 1.0 0.8 0.8 0.8 0.8 0.8 0.7 0.7 0.7 0.7 0.5 0.5 0.5 0.5 11.1 100

Vol 20 12 11 8 8 9 6 9 5 4 4 1 3 4 2 3 2 2 1 1 1 0 1 2 2 3 0 0 1 1 0 0 2 2 18 148

May

% 20.0 8.2 11.0 9.8 7.8 5.7 9.8 5.3 7.3 2.9 4.1 4.5 0.4 0.0 2.4 0.8 0.0 0.0 100.0

% 13.5 8.1 7.4 5.4 5.4 6.1 4.1 6.1 3.4 2.7 2.7 0.7 2.0 2.7 1.4 2.0 1.4 1.4 0.7 0.7 0.7 0.0 0.7 1.4 1.4 2.0 0.0 0.0 0.7 0.7 0.0 0.0 1.4 1.4 12.2 100

The McCarthy family has owned 215 Kenworths, but its new K220 is the first Aerodyne cab in the fleet. The new truck is also a one-off because McCarthy Transport has decided to keep the launch colour “Make You Blush” on the truck that was initially brought in for Southpac Trucks’ K220 release at Wanaka over Easter weekend. Driven by Stan Johnson, the 2.3m Aerodyne 8x4 has the Cummins X15 600.615hp engine and Eaton Ultrashift Plus transmission. Stan generally carts wood chips and sawn timber from his base in Wanganui into Taranaki each day, but also heads to Taupo and Wellington. Other features include load share front suspension and Airglide 460 rear suspension, disc brakes, Dura-bright alloys and Michelin tyres, leather seats and dual in cab refrigerators. The K220 has a refurbished Domett body fitted by McCarthy Engineering.

David Elsworth of Elsworth Fertiliser Spreading has a new Scania P 450 B4x4HZ spreader unit at work based in Reporoa. A DC13 13-litre with 450hp output drives to a 12-speed manual GRS905 transmission and the P 450 has parabolic leaf spring suspension front and rear, drum brakes and a curtain airbag. A new McMaster fert bin, V3 electronics, Bigfoot CTI, TRS wide wheels, leather interior, Broshmik stone guard, and custom side skirts by MCS are fitted. Signwriting is by Caulfield Signs, Rotorua.

A new DAF CF 530 FTT 6x4 Space Cab for Mainfreight is based in Tauranga and tows a Fruehauf seven-axle skeletal B-train. Powered by a 530hp Paccar MX-13 engine, the DAF has a TraXon 16-speed automated transmission, disc brakes, Dura-bright alloys and DAF safety package. Other features include a fridge, twin air horns, LED beacon light, tinted windows, DAF badge lighting, extra marker lights to the sunvisor and mirrors, double DIN touchscreen audio and park brake alarm. Southpac Trucks Auckland fitted the sliding fifth wheel and guards and the cab and chassis paint is by Fleet Image. Sign Logistics at Mt Maunganui provided the finishing touches with the signage. Truck & Driver | 89

Mike Carthy’s last new Kenworth K200 – before the first K220 enters service soon – is being driven by Aaran `Stubbsy’ Sayer. `Stubbsy’ had a lot of input into the presentation of his new truck which has a Cummins X15 600.615hp, RTLO20918 18-speed Roadranger, Meritor 46-160 rear axles with XLFR, non-load share front suspension, Hendrickson Primaax rear suspension and disc brakes. Other features include leather seats, twin cab fans, woodgrain steering wheel, twin 7-inch pipes with rain caps, KW round heat shields, twin dish style intakes, lower step infill panels, stainless front axle wheel arch trim and headlight trim, 5 x bullet roof lights, a powder coated grill with 11 grill bars and alloy bull bar with LED spot lights. McCarthy Engineering built the trailer and truck bolsters and paint is by Haddock Spray painters Whakatane. Photo by Chris Mallett (CM Photography).

Jeremy Harrison of Harrison Transport has put a new Scania S 770 B8x4NB linehaul unit to work on general freight and pallet duty around the North Island. The drivetrain features the DC16 16-litre V8 with 770hp, Opticruise GRSO926R 12-speed AMT with 4100D retarder and 735 hub reduction rear axles. The 8x4 rides on Scania air suspension front and rear with built-in scales and features ABS/EBS disc brakes with AEB Emergency Braking and ACC Adaptive Cruise Control. The Highline cab was sign written by Nelson Signs in Napier and inside features a microwave, fridge and V8 interior trim. The Roadmaster curtainside body and 5-axle trailer with full mezzanine floors is also a new build.

90 | Truck & Driver

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96 | Truck & Driver

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NZ Truck & Driver July 2023

Articles inside

Fruehauf still ahead in trailer market

Market maintains record pace

Ensuring compliance with Overweight permits

We’re just one serious accident away from knee jerk regulations

BUDGET LEAVES A POTHOLE IN ROAD MAINTENANCE FUNDING

INFRASTRUCTURE REFORM FOR BETTER ROADS

It’s a big job... ...and Damian Smethurst has got to do it

Award Winners

Shining in Southland

Downtown delivers

Pristine and patina

Servicing Cardan shaft park brakes Servicing Cardan shaft park brakes Servicing Cardan shaft park brakes Servicing Cardan shaft park brakes Servicing Cardan shaft park brakes

Volvo charges into the future

Brisbane technology blitz

Hooked on HGVs – Goose Haddock

When Freight Lines bought a company, they kept the name and didn’t change the branding

Highway investment a Budget highlight

THE CONNECTED TRUCK

It’s time to trust your engine oil

New Hamilton hub for DHL

SH30 overbridge open

Bigger in Texas

Updated UD Quon arrives

Record electric truck order

Trucking Industry Show set for 2025

University begins Aussie H2 study

CONSTRUCTION CREW.

Isuzu and Honda in hydrogen collab Changes to Penrose bridge height warning

Countdown to Hall of Fame `23

EV world-first for Christchurch Airport

Hydrogen Unimog project underway

Biofuel moving Formula 1 Special delivery

Kiwi-built EV container mover

Massive Kenworth show this summer