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BIG TEST Delivery Kays | FLEET FOCUS The Snow & Scally show | FEATURE: Fuelling a long career
FLEET FOCUS The Snow & Scally show
FEATURE Fuelling a long career
Issue 271
s y y r e a v i l e D K
The Official Magazine of
ISSN 2703-6278
CONTENTS Issue 271 – September 2023
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24
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News
The latest news from the world of road transport including…. New LETF funding bringing a fully electric refrigerated semi-trailer to New Zealand… National Road Carriers reshuffles its leadership team…. Mercedes-Benz introduces its biggest cab… The NAPA Auto Parts NZ Super Truck Championship calendar is announced… Kenworth centenary entries rolling in… TR Group expands in Australia and the latest electric and autonomous truck developments.
FEATURES: 60 Southpac Trucks Legends
Sandfords Rural Carriers has been part of the South Taranaki transport scene for 100 years. Phil Sandford runs the family company founded by his grandfather in 1923 and now operating in the King Country, Hawke’s Bay, Wairarapa and Horowhenua regions.
65
Giti Tyres Big Test
Delivery Kays: With just 5000km on the odometer, we climb aboard one of the first new Kenworth K 220s to go to work on New Zealand roads. Pyramid Trucking’s new generation cab-over KW showcases the evolutionary changes made to the new generation of one of New Zealand’s favourite trucks.
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Transporting New Zealand
New technology is making transport cleaner, safer and more productive. Interim Chief Executive Dom Kalasih looks at the some of the new technologies set to make an impact on the industry.
74
Teletrac Navman Fleet Focus
The Snow and Scally Show: The story of Cates Bros starts on a family farm in the Northland settlement of Titoki and progresses through quarrying to a transport operation with a modern fleet of 21 trucks based at Whangarei. Snow and Scally Cates talk about the challenges of Northland trucking and the loyal staff and clients who have played a part in their growing business.
MANAGEMENT
REGULARS: 80/ Double Coin Tyres NZ Transport 81 Imaging Awards
Recognising NZ’s best-looking trucks… including a giant pull-out poster of this month’s finalist.
83
Iveco on the move
Michael May leads Iveco’s business in Australia and New Zealand. He explains the latest strategy moves the European brand has made, and outlines plans for future product headed to the `down under’ market.
CrediFlex Recently Registered
Fuso was the top selling truck brand in July, edging ahead of Isuzu as the registration figures continue to see the New Zealand new truck market delivering strong sales numbers. Plus, our monthly gallery of new trucks on the road.
COLUMNS
Fuelling a long career
Starting in 1968, Dave Philip has driven nearly five million kilometres for the major oil companies. His career continues as a driver trainer and his long service to the industry was recently recognised by Ia Ara Aotearoa Transporting New Zealand.
77
Smiles in Canterbury
After a four-year break, Smiles 4 Miles was back in 2023. The Ashburton community event brought out trucks and cars which put the smiles on the faces of some special guests.
81
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. With the election looming in October, four of the major political parties offer their views on transport industry issues.
National Road Carriers Association
There are a lot of headlines about roading and transport in the leadup to October’s general election. NRC CEO Justin Tighe-Umbers takes a look at the transport and roading policies of the main parties.
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NEWS The Schmitz Cargobull S.KOe COOL electrified refrigerator trailer will be trialled in New Zealand next year.
More funding for electric trials SEVERAL ELECTRIC LOADERS, A 90-TONNE ELECTRIC offroad dump truck and a fully electric refrigerated semi-trailer are among 19 new transport projects receiving support in the latest rounds of Low Emission Transport Fund announcements. The 19 projects are from two Low Emission Transport Fund (LETF) rounds covering the maritime sector, as well as off-road equipment and new technology. The Energy Efficiency and Conservation Authority (EECA) says a total of $6.4 million in Government funding will leverage $18.2 million in applicant investment in new technologies. “Whilst electric cars are taking off, a significant amount of fossil fuels are used in marine and off-road settings and are seen as areas that are harder to decarbonise,” says Energy and Resources Minister, Hon Dr Megan Woods. The LETF funding will also support the establishment of road construction crews using zero-emissions equipment and the development of an electric hydrofoil ferry. “These projects will prove the potential of electrification and other lowemissions technology. This kind of backing de-risks projects like these so there is more and faster uptake of similar technology,” Woods says. “Each year, the maritime and off-road sectors together use an estimated 1.6 billion litres of petrol and diesel accounting for around 13% of our total energyrelated greenhouse gas emissions. “Reducing emissions in these areas is vital, not just to meet our emissions targets and tackle climate change, but we’ll also reap significant co-benefits, especially in the marine sector.” Of the most interest to the road transport sector is a $200,000 grant to Fruehauf NZ to demonstrate a 13.5m Schmitz Cargobull refrigerated trailer. The three-axle Schmitz Cargobull S.KOe COOL trailer is equipped with a fully electric cooling unit with integrated power electronics, a battery system and an e-axle generator. The e-axle generator axle powers the refrigeration unit in place of a diesel generator, which makes the trailer zero-emissions.. The e-axle also recuperates energy from deceleration with any surplus stored in a 20kWh battery pack mounted to the landing gear. 2 | Truck & Driver
The energy recuperated during braking extends the cooling unit’s operating time or reduces the recharging times of the battery via the power grid. This also reduces waiting times at distribution centres. An intelligent battery charging management function ensures that the battery charge level remains as high as possible to provide greater reliability when the vehicle is stationary, for example in traffic jams. The system is fully integrated into the Schmitz Cargobull telematics system, enabling the respective system status such as the battery charge level, remaining range, and remaining charging time, to be monitored via the telematics portal. Schmitz Cargobull has developed the S.KOe COOL technology in Europe over the past few years and has introduced the trailers with several fleets. “We expect the trailer will arrive from Germany in late Q1 or early Q2 next year. It can work with any tractor unit, you just hook it up and go - it’s selfcontained,” says Mark Madelin, General Manager Commercial at Fruehauf NZ. “Our intention is to put it to work in everyday transport situations - no different to any refrigerated trailer - so we can prove the technology. “There are currently over 15 units operating in Europe. Once we have proof of concept our long-term goal is for Fruehauf NZ to import the e-axle generator and battery system to build them here.” The S.KOe COOL technology is being developed in response to many European cities planning new legislation for emission-free inner-city distribution transport. Electrification also makes the trailer extremely quiet, enabling early morning and late evening deliveries in urban areas. In other LETF projects announced in the latest round of funding, Reliance Transport will continue its electrification steps which began last year with the introduction of two 29-tonne (GCM) Scania eTrucks for container movements. Reliance has a further $500,000 of support to purchase and operate an electric reach stacker, a 16-tonne fork hoist and also install a microgrid and 350kW fast charger. TDX has meanwhile secured $498,625 of funding toward a demonstration
NEWS
A Volvo 20-tonne electric loader is part of an electric test to be carried out by TDX.
project involving three electric wheel loaders, including one pre-production Volvo 20-tonne machine. Another company to widen its electrification efforts is Firth Industries which has $137,000 funding towards a trial of an electric wheel loader to be used in concrete production. Fletcher Concrete and Infrastructure has secured $499,500 for its Winstone Aggregates division to trial a 90-tonne electric dump truck at the Belmont Quarry in Lower Hutt. The project will pilot the application of the largest heavy electric vehicles in New Zealand. Leach & Co Ltd has a $104,000 grant to replace a diesel-powered wheel loader with an electric XCMG XC968EV 19,850kg wheel loader at the Southern Landfill operations near Wellington. Brian Perry Civil has developed a project to create a zero-emission road construction crew with an electric excavator, tipper and wheel loader supported by 60Kw and 90kW chargers. That project has secured $432,855 in LETF joint funding. And Issac Construction in Christchurch is the recipient of $285,500 to create an electrified road construction crew. In the tourism sector Outback New Zealand (Nomad Safaris/Info & Track/Snow) has secured $217,125 to replace a diesel coach with a new electric 25-seat coach for visitor transport to the Routeburn Trailhead in summer and the Coronet Peak and Remarkables ski fields during winter. Other grants enable projects include new grid and charging initiatives along with innovations in the marine sector. CentrePort is working with StraitNZ to install shore-based power supply to ferries moored at Wellington’s King’s Wharf. A $500,000 grant will establish a shore-based power supply, allowing StraitNZ ferries to turn their diesel engines and generators off while berthed in Wellington and still maintain power to their onboard systems. The benefits of this initiative include reduced carbon emissions and better air quality. CentrePort provides the wharves and infrastructure that Cook Strait ferries use in Wellington. Equipment enabling shore power for StraitNZ
ferries will be installed at King’s Wharf and in the nearby electrical network to support the additional load on the grid. Providing shore-based power for StraitNZ ferries is part of CentrePort’s wider programme to reduce emissions in the New Zealand supply chain and be a carbon-zero port by 2040. Another $500,000 of funding to Seachange New Zealand and Fullers 360 will support demonstration of a zero-emission electric hydro foiling passenger vessel on a Hauraki Gulf service and there are other marine projects including electric tender craft and marina security vessels. The Low Emission Transport Fund, administered by EECA, supports the demonstration and adoption of low-emission transport technology, innovation and infrastructure to accelerate the decarbonisation of the New Zealand transport sector. The battery on the Schmitz Cargobull S.KOe COOL trailer is mounted to the the landing gear.
Truck & Driver | 3
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NEWS
NRC team gears up James Perrin (left), James Smith (centre) and National Road Carriers CEO Justin Tighe-Umbers. A NEW OPERATING STRUCTURE FOR NATIONAL ROAD Carriers (NRC) is part of a wider effort to revitalise strategy and ensure the organisation is delivering the best outcomes for members. Announcing two key moves, NRC CEO Justin Tighe-Umbers says: “NRC is moving into phase two of its transformation which is ‘investing in our people’. “The team is key to NRC’s success and our ability to serve our members into the future,” says Justin Tighe-Umbers. “That means getting our organisation structure, roles and processes set so we deliver our service promise to our members and service partners. Reviewing our leadership structure and investing in marketing capability are the next step in the transformation journey. It’s clear that in order to deliver on our strategy, we need more delivery capacity in the business. James Perrin will take on the leadership role of Chief Operating Officer with a remit to focus on business transformation, ensuring NRC is meeting the challenges of the next decade and beyond. “This enables James Smith and I to focus on executing our strategy, continue growing relationships in Wellington and throughout the country and delivering initiatives the industry needs such as TruckSafe and future fuel transformation.” James Smith will take on the newly created General Manager Policy &
Advocacy position which will maximise his industry regulatory, policy and technical expertise. Smith’s years with the business have given him a breadth of relationships across the industry which is second to none and the role of GM – Policy & Advocacy formalises the great work he is doing for NRC and the industry. Perrin brings with him extensive senior manager experience in business transformation, start-ups, building revenue lines, and managing large teams. His diverse experience provides both the commercial focus from large, complex organisations and the entrepreneurial mindset required in smaller, more dynamic businesses. “We’re custodians of an 87-year-old organisation with a proud history of serving this industry, through both golden times and tough times,” says TigheUmbers. “We have the opportunity to build this organisation up to meet its true potential. NRC’s partnering with the NZ Trucking Association further extends this reach. “With the challenges of a broken roading network, a tight economic environment, and a transition to a low emissions industry, our members and the industry are relying on us to make sure the needs of the road transport industry are not just heard but responded to,” he says.
TMS conference set for March
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TELETR AC NAVMAN, A LEADING PROVIDER OF technology solutions for the transportation industry, has signed on as naming rights sponsor for the TMS (Technology, Maintenance, Safety) Conference and Exhibition in Christchurch next year.. The Teletrac Navman TMS Conference & Exhibition is set to run from March 13-14 2024 at Christchurch’s Te Pae Convention Centre, with plans to showcase the latest technology, maintenance solutions and safety practices within the transportation sector. The two-day event is hosted by New Zealand Trucking Association (NTA) and National Road Carriers (NRC). “This event serves as a hub for transport operators, industry leaders,
managers, technicians, technology providers and safety professionals to come together, gain valuable insights, and explore the latest trends in technology, maintenance, and safety,” says Megan Duncan, Director of Global Marketing Operations at Teletrac Navman. “We expect to drive real value for the TMS Conference and Exhibition through our expertise and connections, so the event continues to bring state-of-the-art advancements and meaningful business opportunities in the years to come.” Bookings for the conference are now open. Due to limited space at the Te Pae venue, interested exhibitors are encouraged to secure their space promptly by contacting bill.james@trucking.nz Truck & Driver | 5
NEWS
Ford working on fuel cell truck FORD TRUCKS AND CANADA’S BALLARD POWER Systems are collaborating to develop a hydrogen fuel cell powered truck based on the award-winning Ford Trucks F-MAX model. The companies have signed a letter of intent for two of Ballard’s FCmoveFord Trucks is developing a hydrogen fuel cell version of its F-MAX truck model.
XD 120kW fuel cells to be used during prototype truck development. Ford Trucks, the global brand of Turkey-based Ford Otosan, plans to integrate the fuel cells into the F-MAX 44-tonne long-haul tractor truck. The development will be done in Turkey with the aim to begin European Ten-T corridor demonstrations in 2025 as part of the European Union’s Horizon Europe ZEFES (Zero Emission Freight EcoSystem) project goals. In the EU-funded ZEFES project, four truck OEMs, two trailer OEMs, suppliers, logistic operators, and research partners are working together towards the overall goal of accelerating the integration of zero-emissions vehicles (ZEVs) for long distance heavy transport. This work plans to focus on efficiency improvements, mass production capabilities, and demonstrating the use of the technologies in daily operations. In 2025, nine different vehicle concepts (four FCEV and five BEV) are expected to run over 1 million kilometres across EU corridors in real daily operations, guided and validated by a digital platform (to be developed within the project). This project is expected to be a significant step forward for ZEV adoption in Europe’s freight transport ecosystem. Vehicles are expected to carry over 40 tonnes for distances up to 750km, averaging 500km in daily operation.
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Dashcam portal project stalls
NEWS
Truck drivers regularly capture footage of driving offences on their dashcams.
PLANS FOR A NEW ROAD SAFETY initiative that would have allowed truck drivers to submit dashcam footage of dangerous driving activity for Police follow-up have been shelved, at least for the time being. The National Road Policing Centre had been exploring the creation of a public online portal for receiving dashcam footage. That programme is now on hold, apparently due to lack of resources. New Zealand Truck & Driver recently asked the Police Media Team for progress on the dash cam
initiative and received the following response: “The National Road Policing Centre conducted preliminary exploration into a public dashcam portal to receive footage of dangerous driving offending from members of the public. “A proof of concept proposal utilising some trucking firms with dashcam networks to provide footage was considered. Following initial consideration, Police has elected not to proceed with the proof of concept at this time due to other resourcing priorities.
“The trucking firms and other stakeholders that were engaged have been informed of this outcome. “We continue to encourage professional drivers and road users to report dangerous driving caught on their cameras via the current police reporting channels.” As recently as May, during the Ia Ara Aotearoa Transporting New Zealand national conference in Lower Hutt, the dashcam footage portal initiative was actively progressing.
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NEWS The GigaSpace cab increases both headroom and storage space.
Actros climbs to new heights “We like to offer our customers as much choice as we can and we think the GigaSpace cab will really hit the spot for some operators with the additional storage and additional interior height,” he says.
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VISITORS TO THE DAIMLER STAND AT THE BRISBANE Truck Show back in May will have seen the Mercedes-Benz Actros 25 Driver Edition, a special model to celebrate 25 Years of the Actros model range in Australia. The high-spec special edition hasn’t been made available to the New Zealand market, but one key feature of the Actros 25 Driver Edition can now be ordered by Kiwi customers. It’s the extended height GigaSpace cab which features 2.13metres of interior height – measured from the floor between the seats to the ceiling – to provide ample room for the tallest drivers and a spacious home away from home. Further benefits of the GigaSpace cab include increased storage with three large cupboards built into the front of the truck, sitting above the windscreen. An optional microwave can be installed in the centre cupboard. These cupboards are in addition to the space under the bunk, which can include two pull out fridges that are within arms’ reach of the driver. The standard Actros fixed bed provides a width of 750mm (without any foldout sections), and the locally sourced thick innerspring mattress means the driver will get a restful night’s sleep. The GigaSpace can also be fitted with an additional second fold down bunk bed for those who need to double up. While the GigaSpace cab is taller, it is no longer than the standard Actros cab, maintaining its versatility regarding overall length regulations. Mercedes-Benz Trucks has also taken the opportunity to introduce an improved version of its optional MirrorCam system which replaces traditional mirrors with cameras relaying images to screens in the cabin. Apart from reducing drag, the cameras also improve visibility by removing the traditional mirrors from the driver’s field of view. The exterior camera wing has been redesigned to be 100mm shorter, while the screen resolution has been improved along with the low-light visibility. Mercedes-Benz Vice President, Andrew Assimo, says the GigaSpace cab option has proven popular in Europe.
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NEWS
SH30 Tikitere to Whakatāne new speed limits Whakatāne
Edgecumbe Ōkere Falls Awakeri
Lake Rotoehu Lake Rotoiti
Lake Rotomā
Rotomā Te Teko
Ruato Bay Existing speed limit
Tikitere Kawerau
Speed limit changes on SH30 NEW SPEED LIMITS ON STATE HIGHWAY 30 BETWEEN Tikitere and Whakatāne are being posted this month, with some sections of the busy Bay of Plenty highway being reduced from 100kph to 60kph. Waka Kotahi NZ Transport Agency has set the new permanent safer speed limits following consultation between January and March 2022. It says a review found the current speed limit was not safe or appropriate for the road. Waka Kotahi Director Regional Relationships, David Speirs, says the changes are being made to improve safety by ensuring the speed limits fit the design and use of this busy regional route. There are five sections of the highway where the speed limit reduces from 100kph to 80kph, four with a reduction from 100kph to 60kph, four more where the limit drops from 80kph to 60kph and two sections with a reduction from 80kph to 60kph. “The towns and settlements along this route have developed significantly since the current speed limits were set many years ago, and these changes will introduce speed limits that are safe for the present day. Even small changes in speed can make a big difference to the outcome of a crash,” Speirs says. The new speed limit signs were being installed from Monday August 14 and upon installation the new speed limits take effect. Mr Spiers says the changes are being made after consultation with the public and stakeholders which confirmed broad support for the safer speed limits being introduced. “The setting of the permanent speed limits follows engagement with NZ Police, mana whenua, the AA, road user groups, Rotorua Lakes Council, Whakatāne District Council, local community groups and consultation 10 | Truck & Driver
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Multiple new speed limits now apply on State Highway 30 in the Bay of Plenty.
with the public. We thank the members of the public that provided their feedback on the proposed speed limits. “As part of the formal consultation process, we reviewed all the submissions to see if any noted safety concerns about changing the speed limit at the various locations. The submissions did not identify any issues that Waka Kotahi had not already considered, however, there was feedback supporting lower speeds where they had not been proposed or at speed limit change points. “We identified roads where safe speed limits can make a big difference in saving lives, and where communities are calling for change – such as the lakeside villages of Rotoiti, Rotoehu and Rotomā, rural settlements of Te Teko and Awakeri and the main road heading into Whakatāne. “At Te Puna Whakareia, based on community concern and feedback received, we supported implementing the lower speed limit of 60kph for this section. “There was also strong community support to extend the 50kph speed limit change point at Te Teko, so it was safer for people entering and exiting Eivers Park, we agree with moving the speed limit change point. “Concerns were also raised about the speed limit outside Awakeri School and support to extend the lower speed limit of 60kph south of the school. We agree that moving the speed limit change point is appropriate,” says Mr Spiers. Waka Kotahi is also looking into opportunities suggested by the public to further improve the safety of this route. Safety improvements have been proposed on SH30 between Awakeri and Whakatāne, including installation of flexible median barriers, new roundabouts and shoulder widening.
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NEWS Volvo is leading Europe’s electric truck market which is up by 351% in the first half of this year.
European truck market strong reach 2,132 units, representing a market share of 14.4% in the first half of 2023, compared to 12.4% in 2022. Hybrid-electric buses also maintained momentum (sales up 160.5%), with market share more than doubling compared to the first half of 2022 (from 6.2% to 14%). Despite the shift to electric and hybrid models, diesel buses still retain the largest market share at 63%. Alternative powertrains are also increasingly popular in the Van segment with sales increasing by 11.6% to 725,418 units as supply chain issues eased. Diesel continues to be the top choice, accounting for 83.4%, lower than the 87% share in 2022. However, alternative powertrains are gradually increasing in popularity, resulting in a modest shift in market share. Notably, the share of electrically chargeable vans increased to 7%. This represents a two-fold increase (+100.4%), totalling 50,708 units in the first half of 2023.
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NEW TRUCK REGISTR ATIONS IN THE EUROPEAN Union during the first half of 2023 show a significant increase of 20% over the same period last year. Registrations totalled 179,508 units with almost all EU markets seeing double-digit percentage gains, including the four largest: Germany (+24.8%), France (+12.3%), Italy (+12.6%), and Poland (+10.8%). Diesel continues to dominate the EU market, accounting for 95.6% of new truck registrations in the first half of the year. Overall there was a 19.2% increase in diesel truck sales, while battery-electric truck sales surged by 351.5%, reaching 2,384 units. Despite this remarkable growth, electric trucks represent only 1.3% market share (but an improvement from 0.4% recorded last year). It is the bus segment (up 15% overall) where EVs are making the most significant impact in the commercial vehicle sector. EU sales of new electrically chargeable buses increased by 33.9% to
NEWS
Autonomous Iveco on test TESTING ON GERMAN ROADS IS UNDERWAY FOR AN Iveco S-Way equipped with the PlusDrive autonomous driving assist platform. The latest tests follow a rigorous validation process including closedcourse testing, validation of previously collected public road data and indepth training for the test drivers on the advanced safety features of the truck. The collection of real-world data during this important phase of public road testing will prepare the `driver-in’ automated truck for future production. The truck is equipped with the state-of-the art PlusDrive platform which includes AI-based autonomous driving software and advanced sensors including lidars, radars, and cameras. Public road testing in Germany over the next several months will then expand to Austria, France, Italy, and Switzerland so that real-world data can be collected from the diverse roadways and driving conditions across the region. The testing will also demonstrate that PlusDrive can safely and automatically handle driver-supervised manoeuvres, including lane centring, cut-ins, lane merges, driver initiated or system suggested lane changes, traffic jam assist, and nudging. “By making trucking safer, easier, and more sustainable, the new generation of powerful AI-based predictive safety technology like PlusDrive can help reduce the risk of accidents, improve fuel economy, enhance driver retention and ease truck driver shortage across Europe,” says Marco Liccardo, Chief
Technology & Digital Officer, Iveco Group. Plus is a global provider of highly automated driving and fully autonomous driving solutions with headquarters in Silicon Valley, California. Named by Forbes as one of America’s Best Startup Employers and by Fast Company as one of the World’s Most Innovative Companies, Plus’s open autonomy technology platform is already powering vehicles in commercial use in the USA. The Iveco S-Way is fitted with the Plus Drive autonomous driving platform.
Kenworth 100 set to break records EARLY INDICATIONS SUGGEST NEXT YEAR’S Kenworth 100 show near Hamilton will break all previous records for a New Zealand truck show. More than 450 registrations have already been filed for the February 4 event at Hamilton’s Mystery Creek Events centre, eclipsing the line-up for Kenworth’s 50 Years in New Zealand event held at Mt Maunganui in 2014. “The interest we’ve had, and the number of trucks registered, is proof that the brand has lasting appeal to a new generation of drivers and truck owners,” says Richard Smart, General Sales Manager at Southpac Trucks. We chose the Mystery Creek venue because it means we can host everything from the single truck classic through to New Zealand’s largest KW fleets.
“Our industry knows to expect something special from a Kenworth event, and true to form we have planned a range of merchandise for trucks in the show – people won’t want to miss this, so early registration is encouraged.” With entries still being received interest is rapidly building for the event. Southpac Trucks has added a Frequently Asked Questions page to the event website www.spt.co.nz/kw100
Kenworth’s lined up at the 2014 `50 Years of Kenworth in New Zealand’ celebration.
Truck & Driver | 13
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NEWS
Above: The MANs of Norbert Kiss (left) and Sascha Lenz (right) lead the field at the Nurburgring.
Below: Nobert Kiss (centre) celebrates his Nurburgring win with Sascha Lenz (left) and Antonio Albacete (right).
Kiss racing towards another Euro title DEFENDING CHAMPION AND POINTS LEADER Nobert Kiss was the dominant force at round four of the Goodyear FIA European Truck Racing Championship held at the Nürburgring, in Germany over the July 15-16 weekend. The Hungarian ace took three victories in his MAN, while German ace Jochen Hahn (Iveco) managed to secure his first win since the season-opening race at Misano in Italy. Kiss enjoyed a nearly perfect weekend, clinching two pole positions, taking three wins out of four races and setting the fastest laps in all four races. This allowed the reigning four-time series champion to gather a total of 59 points and extend his lead over Hahn to 54 points at the mid-point of the eight-round season. The Hungarian was particularly impressive in the wet-weather conditions of Race 2 when he climbed from eighth to first, taking a commanding victory despite a 10secs penalty for over-speeding. Behind Kiss there was not much to choose between the other front runners, Hahn, Germany’s Sascha Lenz (MAN) and Spaniard Antonio Albacete (MAN), with the trio fighting for second overall in the standings. Lenz, who is yet to win a race this season, enjoyed a solid weekend in front of his home crowd, securing a pair of second places and emerging as the second-best scorer of the weekend, with 41 points to his name. Hahn finished off his weekend on a high, with a popular victory on home ground. The six-time title winner also secured solid points for second place in Race 1 and fourth place in Race 3, however, his weekend was compromised by a poor result in rain-shortened Race 2. Having started seventh, Hahn was running sixth before spinning and dropping down to the back of the pack. In challenging conditions he managed to recover to 11th, failing to score points on this occasion. Albacete experienced yet another weekend of mixed fortunes, with a pair of third places compromised by retirement in Race 4, having been caught up in the opening exchanges on lap one. The series has been taking a mid-summer break ahead of the fifth round at Autodrom Most in the Czech Republic on the final weekend of August.
2023 Goodyear FIA European Truck Racing Championship (standings after round 4 of 8): 1 Norbert Kiss (Hungary) MAN, 209pts 2 Jochen Hahn (Germany) Iveco, 155pts 3 Sascha Lenz (Germany) MAN, 144pts 4 Antonio Albacete (Spain) MAN, 131pts 5 Andre Kursim (Germany) Iveco, 97pts 6 Steffi Halm (Germany) Iveco, 80pts
Truck & Driver | 15
NEWS
Five rounds for Super Truck title MORE RACING HAS BEEN SECURED FOR THE TOP KIWI truck race teams with an expanded five-round calendar announced for the 202324 NAPA Auto Parts New Zealand Super Truck Championship. This season the Super Truck title race will visit four circuits, starting at Labour Weekend with the Manfeild venue in Feilding hosting the season opener on October 21-22. Following the Christmas-New Year holiday break the action shifts to the first
of three South Island rounds at Timaru’s Levels International Raceway over the January 27-28 weekend. Back-to-back weekends of racing in March sees Southland’s Teretonga circuit host round three on March 16-17 before the Ruapuna circuit near Christchurch returns to the truck racing championship calendar on March 23-24. A fortnight later the trucks will be back at Manfeild for the championship finale on April 6-7.
Reigning NZ Super Truck champ Alex Little leads the field at Teretonga earlier this year. Photo Vanessa Adcock.
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NEWS
TR Group expands in Australia TR GROUP AUSTRALIA CONTINUES TO expand with the acquisition of Adelaide-based trailer hire business Southern Cross Rentals. The move means TR Group now has five rental and leasing locations in Australia – with Adelaide joining its existing Melbourne, Brisbane, Newcastle, and Perth operations. The move adds about 130 trailers to TR Group’s fleet, along with the Adelaide Southern Cross Rentals team. The expansion will cater to customers in South Australia, together with supporting the current branches in providing nationwide services to their customers. “We’re excited to add our fifth location in our national branch network in Adelaide,” says Peter Irwin, TR Group Australia General Manager. “Together with the Southern Cross Rentals team, this acquisition launches us into South Australia, progressing our goal of providing a nationwide network for our customers all over the country. “We look forward to catering to businesses in Adelaide and the surrounding region and providing our expertise in heavy vehicle fleet rental and lease.” TR Group is a heavy commercial vehicle rental and lease partner with a fleet of 8,500 trucks and trailers across Australia and New Zealand.
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NEWS
The electric Mercedes-Benz eActros is being tested in New Zealand and Australia.
Local testing for eActros begins THE FIRST MERCEDES-BENZ ELECTRIC HEAV Y TRUCK has arrived in New Zealand for a test programme with Daimler Truck dealer partners. Keith Andrews Trucks is putting a Mercedes-Benz eActros 300 4x2 through its paces around the North Island in coming months. The 19-tonne truck with an estimated range of 330km is participating in a wider Daimler Truck trial involving both eActros and eEconic electric models in Australia and New Zealand. Initially, four eActros trucks are being trialed in Australia along with one in New Zealand. The eActros is the first heavy-duty, zero-emission truck from Daimler Truck. It has been designed for heavy-duty, short radius distribution roles. Development trucks have been at work in select fleets in Europe since 2018 and in series production there will be two 4x2 models and three 6x2 options available in major markets. Among the technical highlights of the eActros are its innovative lithium-iron phosphate cell (LFP) battery technology and the e-axle (an electric axle with two motors that provides continuous output of 330kW and maximum output of 400kW). The e-axle eliminates the need for a propshaft and allows more versatility in the location of battery packs. Keith Andrews Trucks says the eActros is going through an evaluation phase ahead of its release in New Zealand. Daimler Truck and the dealer network will provide updates on availability once the evaluation phase is complete. “The eActros is packed with next-generation battery-powered technology, alongside advanced safety and driver assistance systems, plus online performance monitoring and data collection,” says Matt Gillatt, 18 | Truck & Driver
Alternative Fuels Transition Manager for Keith Andrews. “It really is the next-level for heavy-duty e-vehicles, enabling reliable performance over an extended range and charging from 20%-80% in an hour with a standard DC fast charge. “From a technical support and service point of view, it has been great for myself and some of our team to continue our learning in this area, as we prepare to support customers in transitioning into electric vehicles.” Advanced features, such as Active Brake Assist 5, Electronic Stability Control, SideGuard Assist, MirrorCam, and Predictive Powertrain Control, which helped the diesel Actros win the 2020 International Truck of the Year contest, will also be available in the electric version. The eActros is the second full-electric model from Daimler Truck brands to reach New Zealand, following the debut of the Fuso eCanter, which arrived in New Zealand in 2021. “We remain committed to facilitating the introduction of nextgeneration low and zero-emission commercial vehicles and partnering with transport operators to make that transition as efficient and profitable as possible,” says Kathy Schluter, General Manager Sales & Customer Experience at Keith Andrews Trucks. In Australia the new Mercedes-Benz eEconic made its debut at the Australasian Waste and Recycling Expo held in Sydney on July 26-27. A similar validation programme is planned for the eEconic with two trucks operating in Australia and one in New Zealand. The electric eEconic adds to the design features of the diesel Econic, which was developed from the ground-up to work in densely populated areas and is known for its excellent visibility, practicality and active safety features.
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NEWS
The Volta Zero’s low central seating position and panoramic windscreen set the industry standard for vision in city delivery work.
Vision for tomorrow THE INNOVATIVE CAB DESIGN AND DRIVING position of the Volta Zero 16-tonne electric truck has received the maximum 5-star rating in the Direct Vision Standard testing. It’s an industry-leading rating for the Direct Vision Standard. With a volumetric score of 32.82m³, the rating for the Volta Zero is the highest ever result of any vehicle tested and 50% higher than the nearest competitor vehicle tested, at 22m³. Following nearly a decade of research by Loughborough University, commissioned by Transport for London (TfL) and led by Dr Steve Summerskill, the Direct Vision Standard (DVS) was created for heavy goods vehicles wanting to travel into and around London. Introduced in 2021, as part of the Mayor of London’s Vision Zero Plan to eliminate all deaths and serious injuries on London’s transport network by 2041, the standard sets minimum requirements for driver vision of commercial vehicles over 12 tonnes, if they want to enter the capital city. Beyond the UK, following the adoption of the EU General Vehicle Safety Regulation, 29 countries including every EU member state are now also adopting a UNECE Direct Vision Standard for new trucks from 2026 (and all existing trucks from 2029) ensuring vehicles operating in city centres provide better vision for the driver. As well as its electric capability, the Volta Zero was designed with the safety of urban road users, pedestrians, cyclists, and drivers in mind. The driver sits in a central position and – thanks to the elimination of the combustion engine – far lower than in a conventional truck, with their eye-line at around 1.8 metres. This is the same height as pedestrians and other road users for easy visual communication between the driver and others in the urban environment. The Volta Zero’s glasshouse-style cab provides a panoramic view of the surroundings with a wide 220-degree field of direct visibility and is further enhanced by camera technology providing 360-degree coverage of the vehicle’s surroundings. “With the design of the Volta Zero we had the chance to start from a blank sheet of paper,” says Ian Collins, Chief Product Officer at Volta Trucks. “We wanted to produce an electric vehicle, but we also wanted to address
the safety issues that we see every day when trucks are operating in built-up environments. From the very start of the project to create the Volta Zero, we have been very much informed by the research that Loughborough has done. We are pleased to see that this is now being adopted as an industry standard across Europe.” Dr Summerskill says the Direct Vision Standard highlights how poor current truck driver vision is and the risk it poses to vulnerable road users. “Thanks to organisations such as Transport for London we were able to drive change in London, which has ultimately led to a new European standard. It is no exaggeration to say that this change will save the lives of countless cyclists and pedestrians. “I’ve sat in all kinds of trucks all over the world and the Volta Zero is really quite stunning in terms of the ability to see everything that you need to see around you when at a junction. I am very impressed with the design of the Volta Zero,” Dr Summerskill says. The Volta Zero is the world’s first purpose-built all-electric 16-tonne vehicle designed for urban logistics, reducing the environmental impact of freight deliveries in city centres. It has a pure-electric range of 150-200km.
Truck & Driver | 21
NEWS
Success for Transport Repairs Christchurch TR ANSPORT REPAIRS CHRISTCHURCH BR ANCH HAS achieved a significant milestone by winning the Southpac Trucks Dealer of the Year award for 2022, the first time it has received the prestigious honour. Since 2017, Transport Repairs Ltd (TRL) have steadily expanded their operations, establishing dealerships across the South Island. The latest fullservice dealership in Templeton, Christchurch, commenced operations in a new facility in May 2021. The award-winning team from Transport Repairs Christchurch.
Situated strategically to cater to the trucking customers around the south and west of Christchurch and being among the largest Transport Repairs sites, the location adds another vital link to TRL’s network. Southpac’s annual dealer event and awards ceremony in Arrowtown celebrated achievements during 2022. TRL Christchurch also picked up the highly sought-after Parts Dealer of the Year and a Service Excellence awards at the same event. The Southpac Trucks Dealer of the Year award is for the dealership demonstrating outstanding performance across five key areas: customer service, training, warranty processes, parts sales and overall dealership performance. Mike Webster was on hand to receive the awards and he was able to share this with fellow director Jason Popplewell and Regional Manager Brent Soper. Mike says he’s extremely proud of the entire Christchurch team for receiving these prestigious awards and felt deeply honoured to be recognised as the top-performing dealer by Southpac Trucks. He extended thanks to the dedicated team of technicians, service, and support professionals who played a pivotal role in achieving this recognition.
Volvo giant The new Matic Transport Volvo 10x6.
22 | Truck & Driver
THE FIRST VOLVO FH 16 IN TWIN-STEER and tri-drive configuration is the largest Volvo XXL to roll off the Wacol assembly line in Brisbane. The new 700hp FH 16 is going to work for Matic Group in Western Australia, which operates a fleet 200-plus trucks, predominantly Volvo prime movers. Boasting a GCM of over 200t, the 10x6 prime mover will be transporting cement in pressurised tankers based out of Geraldton to remote mining sites around Western Australia. Matic Group, founded in 2002 by Danny and Katia Matic is a family owned, diversified transport and logistics company that specialises in servicing the resources, construction materials and oil and gas sectors. It operates several business entities under the group umbrella, including Matic Transport Australia, Matic Resources, and Bibra Lake Trailers. It has offices in Perth, Geraldton, Newman, Tom Price, Karratha, Darwin, Alice Springs, and Adelaide. Truck Centre WA sales representative Ken Dowsen said Matic was looking for a truck that had high GCM, high horsepower and a `Big Cab’ for driver comfort, but it had to be safe for his driver Tony Watson. One of Matic’s company values is safety and the Volvo XXL ticked all the boxes.
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24 | Truck & Driver
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A change to the shape of the grille and a new roofline without vista windows are the easiest way to identify the new Kenworth K 220.
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RGUABLY THE MOST ANTICIPATED new truck to arrive on New Zealand roads during 2023 is the Kenworth K 220. The successor to the now 12-yearold K 200, the newcomer sees Kenworth modernising the traditional appeal of its cabover K model line while retaining the capabilities and design that make it a firm favourite with `down under’ transport operators, drivers and truck fans. The predominant theme accompanying the K 220 is one of evolution, both in terms of technology and styling. First impressions are important and viewed from the exterior there’s no mistaking the K 220 as being the latest in the K-line family tree. In fact, you might need at least a little of an enthusiast’s keen eye to spot one on the road. It’s the revised grille with a less-rounded shape and new mesh material along with a more aerodynamic roof profile – achieving a claimed 4% improvement in drag – and the deletion of the trademark `vista’ windows which are the most obvious visual changes to identify the K 220. The newcomer has actually made a somewhat stealthy arrival into New Zealand. It was at February’s big Bombay Truck Show but tucked away among a big line-up of Show & Shine entries. The official Kiwi premiere came at the Easter weekend Wheels at Wanaka event. The first K 220 in the fleet of long-time Southpac Trucks customer Pyramid Trucking took part in that Wanaka launch. The 6x4 in 2.8m Aerodyne sleeper configuration towed the Southpac merchandise trailer to the Southern Lakes for the holiday weekend and took a prime position on the Southpac stand.
Pyramid Trucking has a long association with Paccar products, with Kenworth and DAF trucks comprising the majority of its fleet. It’s first K 220 is the third of the new models to go on the road in New Zealand. “As of today, our fleet is 27 trucks. We are typically about 25 trucks, which is a few less than in the past, but now we handle the peak times by working with our sub-contractors,” says managing director Paul Chappel. “We do have some Daimler product as well with five or six Western Stars, but mostly it’s Paccar product from Southpac Trucks.” The specification of this K 220 follows the usual Pyramid Trucking purchasing policy, fitted with the full optional safety package and a Guardian driver alert system mounted on the dash. Paul says Pyramid Trucking is committed to having the best driver assist and safety features available. “We adopt the latest technology as fast as we can – as soon as it becomes available,” says Paul. “It has become part of the tender process on some contracts and it’s important because it’s safer for everyone on the road, not just the driver.” The K 220 6x4 has a 615hp Cummins X15 in Euro 5 specification and the choice of an UltraShift automated transmission is another feature now typical of the Pyramid Trucking fleet. “Pretty much everything we buy now is automatic with the exception of four brand new Western Stars which are manual and are used in a specific role,” says Paul. “The modern autos are so much better than they were a few years ago. It makes the trucks easier to drive and less demanding for the drivers.” Truck & Driver | 27
Above: Storage in the 2.8m Aerodyne sleeper includes twin cabinets and shelf area (left) while digital dash display and multi-function steering wheel (right) are technology from the North America market T 680. Below: Since our test was completed the Pyramid Trucking K 220 has also been working with a 6-axle refrigerated curtain sider B-train.
Opposite page: The Cummins X15-powered K 220 (above) on the short climb heading south from Atiamuri… The new K 220 is named Thea after Pyramid owner Paul Chappel’s two-year-old niece… Steps are now integrated with the chassis.
Other features of this K 220 with 2.8m Aerodyne sleeper and aero roof – the largest for four cab options which are available – include Airglide 460 rear suspension, aerodynamic mirrors, the optional LED high beam headlights with integrated daytime running lights and the full Fusion safety package which includes Adaptive Cruise Control, Lane Departure Warning, Driver Alert and Autonomous Emergency Braking System. Pyramid Trucking also ticked the option boxes on a polished alloy front bumper, the `Kenworth’ branded aerodynamic side extenders behind the sleeper, a windscreen stone shield and a pair of black leather trimmed ISRI 6860/870 Pro air suspension seats. The truck is finished in Pyramid’s signature blue with silver and green detailing with the paint scheme done by Fleet Image in Hamilton and the sign writing at Royans in Wiri. The company’s first K 220 is named Thea.
28 | Truck & Driver
“Quite often we let the driver’s name the trucks, but this one is named after my two-year-old niece,” says Paul. Thea is in her second week of work at Pyramid Trucking when New Zealand Truck & Driver spent a day with the newcomer. Te Aroha-based driver James Elmiger has been handed the `running-in’ duties, taking a four-week break from the 2021 model K 200 he usually drives which works with a 7-axle flat deck B-train on a 60-tonne permit. The new K 220 has a 54-tonne permit paired up with a Fruehauf 6-axle flat deck B-train which on our test day is loaded with just under 34 tonnes of bull hides which are destined for processing in Napier. “We’d be 53.5 tonnes all up or maybe just a little less,” says James. The SH 26, SH 27 and SH 1 route south to Taupo and the run
across SH 5 to Hawke’s Bay is a near maximum load test for the new combination. James has plenty of experience in Paccar product, “My truck at the moment is a 2021 K 200 which I started driving from new. Before that I had a K 108E – I wasn’t the first driver, I was the second driver – and before that I had a K 108 and a Foden when I first started at Pyramid Trucking,” he says. James explains he’s not only a truck driver but also a keen enthusiast with a collection of truck books and magazines and he regularly visits truck shows. His interest began during childhood, although he grew up on a dairy farm and spent the first part of his working life in the engineering sector. “I’ve wanted to be a truck driver since I was a kid. It was all I ever wanted to do but I was in engineering till I was 36. I was a fitter-welder.” James started his driving career with Lockley Transport and
has been with Pyramid Trucking for 13 years. He went to high school in Te Aroha, in the same year as his now boss Paul Chappel. “It’s [truck driving] a funny job. You either like it because you like it, or it’s just a job,” says James. “I like my job and I also like who I work for. And I like the camaraderie in the transport industry. “That took me a while to get used to after the engineering thing. You would go to a site, do your own thing and you never really talked to the opposition. Truck drivers are different they all talk to each other.” James says his first impression of the new K 220 has been its overall driver comfort and refinement. “Both the ride comfort and the seat comfort are very good,” says James. “Ride-wise, you could say it’s probably more DAF-like than a
Truck & Driver | 29
Above: Driver James Elmiger has moved across from a K 200 for the running-in duties on the new Pyramid Trucking K 220.
Below: The new K 220 ready to roll out of the Pyramid Trucking yard at Te Aroha.
lot of cab-over Kenworths. “But the only European trucks I’ve driven are DAFs. I’ve never driven a Volvo or a Scania, so I can’t compare with those.” He’s also been impressed with the quietness of the K 220. “This is the first cab-over we’ve had that has got sidemounted exhausts, while everything else has had upright pipes on it. It’s nice and quiet inside, just noisy enough to know you are driving.” One of the main changes accompanying the K 220 is a new dash layout, main instrument display and multifunction `smart’ steering wheel. The 15-inch display is technology transferred from Kenworth’s North America market T 680 models. Set into a woodgrain fascia the display has seven traditional analogue gauges to the far left with a row of 18 modern switches along the lower edge. “When you spend so much time in your own truck you get used to where every switch is. And this one is a bit different,” says James. “Everything is handy, and it still looks like a Kenworth dash. Just a very modern version – like a new variation of the K 200. “You can have as much as you want, or as little as you want, on the [main configurable] dash. I haven’t really touched anything because it’s not going to be mine. “The new Kenworth integrated audio [with a 6.5-inch touchscreen display] has got a lot of features and it’s also got a wireless charging pad for your phone which is quite a cool feature.” Our trip with James is his only fifth day out in the K 220. “I went to Auckland three times last week and down to Napier yesterday. I think the plan is to keep it close while it’s being run-in. “It had 3600km on it when I got into it. It had been down to Wheels at Wanaka, and I’ve only done 2000 kays in it, so I’m still trying to find a few things,” says James. The roomy 2.8m Aerodyne sleeper cab offers a full-size inner-sprung bunk, and the additional ceiling height of the K 220 is a feature James is enjoying. “It’s a nice workable space. The way the roof shape has changed gives you more space and it’s a way easier truck to live in I’d say. But in saying that I manage to get dressed in a 2.3m flat roof – not very well, but that was my choice.” The sleeper space and bunk will get plenty of use on Pyramid’s regular routes. “For the last five or so years the majority of my year has been a Te Aroha, Wanganui, Auckland triangle over two days. So, we sleep in the truck every second night. I’m fortunate to have an Ice Pack in my one,” says James. Storage and convenience have been significantly improved in the K 220 with much larger cupboards above the windscreen. There’s a 30-litre fridge and a storage drawer under the bunk while a wall unit above the bunk comprises two cabinets separated by an open storage area with netting at the front. “It’s got heaps of storage space. I like the cabinets and that centre area – you can store a lot in there without having it sitting on the bed,” says James. “Looking at the room inside this will be a very easy truck to stay away in. There’s a lot of cupboard space and
30 | Truck & Driver
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Above: Traditional woodgrain provides the background for a dash featuring new displays and switchgear… Cummins X15 power delivers 615hp and develops 2050 ft lbs of torque. Opposite page: The Pyramid Trucking K 220 is fitted with aero extensions behind the 2.8m Aerodyne cab.
storage under the bunk for the long-term things that you don’t need very often.” The early part of our run is on the flat terrain using SH 26 and SH 27 before joining SH 1 at Tirau where Hayden Woolston takes over the driver’s seat. To begin with there’s not much in the way of hills to test the Cummins X15 and the 18-speed Eaton MXP UltraShift until south of Tokoroa. It’s virtually all top gear cruising at 90kph with the 15-litre six cylinder working easily at just above 1500rpm. James says he’s impressed with the accuracy to the K 220s speedometer, which only reads 2kph faster than the EROAD display.
The K 220 eases away smoothly from roundabouts and intersections and the 18-speed auto shifts gear with impressive refinement. James says he likes the automated 18-speed and agrees with Paul Chappel’s thoughts about autos making life easier for the driver. “My K 200 is auto as well, which I like because I’m quite lazy,” says James. “While it’s not for everyone, I like it. To really get the best out of it you do need to use the manual mode at times. You’re not really changing your own gear, but you still have to get the revs
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right and that sort of thing. “This one doesn’t feel any different to mine. It’s quite smooth compared to how the old Ultrashifts were. “It also goes into neutral when you are in cruise control, so it can coast to save fuel. Which is quite weird when you experience it for the first time. “I think it accelerates just a little bit better than mine. I don’t know what the difference is, it could be mine is on 11Rs [the K 220 has 275/70 R22.5 drive tyres]. Mine seems to be just a little bit slower off the mark.” James says it hasn’t taken long to get used to having the shifter located on the right hand steering column stalk. “One thing I like is the new shifter. My one has the Cobra shifter, and your knee can rub against it. With this one you’ve got a lot more room.” With a 2021 K 200 as his usual drive, James is well versed in modern active safety technologies and the K 220 has evolved those features. “This has got all the collision technology and adaptive cruise control. Mine has as well and the 610s. It’s something that Paul now gets specced for all of them. “All the trucks are also fitted with Guardian, and we also run EROAD in everything.” Among the extras fitted to this new truck are a stone guard and stainless sun visor. At first glance you’d think they narrow the depth of the windscreen, but forward visibility out of the cab isn’t an issue. “The visibility is really good, and the stainless visor does cut out quite a bit of the sun,” says James.
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Truck & Driver | 33
“The mirrors are good on this one. I’ve got West Coasters on mine, which look pretty cool, but you can see a lot more in these ones. “This truck has also got the LED high beam lights and I’ve already done a couple of early starts. The lights are fantastic.” However, the horn on the K 220 is something that James gives a thumbs down. “I think it sounds like a train whistle or a bit like a flute. Maybe it sounds better from the outside?” While were are stopped in Taupo for coffee and detail
34 | Truck & Driver
photography, James tilts the hydraulically operated cab to reveal the big Cummins 15-litre. He also points out the steps are now directly attached to the chassis rather than to the cab as they are on a K 200. “Climbing in they feel quite a bit sturdier than the K 200 steps, but they might not be as good for the mechanics,” says James. I’m back in the passenger seat for the run across to Napier, through the multiple road works sites and single lane sections were repairs continue following the severe storm damage earlier in the year.
The gradual climb away from Taupo proves an easy test for the K 220 working at close to its 54-tonne permit. It smoothly picks up speed on the gradient, and with Taupo and Mt Tauhara in the mirrors we’re climbing in 17th gear at 77kph using 1500rpm. Further up the incline there’s a shift to 16th which comes at 64kph and near the steepest section of the climb James clicks the transmission into 14th as we run at 59kph using 1800rpm. “On the climbs it’s best to shift down once the revs drops to about 1500. It’s really nice and smooth and it just keeps working away. When the gradient eases a bit it doesn’t die if you decide
to shift up,” says James. “I’m impressed with the way it drives. It feels good through the steering and it’s easy to position it on the road. This six-axle follows really well but I think my seven-axle is even better.” Further along SH5 the steep climb just before reaching the Tarawera Tea Rooms confirms that tenth gear is the real workhorse on most demanding parts of this road. The fully loaded K 220 pulls up the last part of the short, steep climb at 30kph in tenth gear using 1800rpm. Beyond Te Haroto the roadworks brings us to a stop just ahead
The biggest cab size in the K 220 line-up is the 2.8m Aerodyne with king size bed (left) and generous storage... Heading out of Taupo towards Napier on the undulating SH5 climb.
Truck & Driver | 35
Above: With the 6-axle flat deck B-Train combination the Pyramid Trucking K 220 works on a 54-tonne permit. Below: Having arrived in Napier, James begins to unload the pallets of bull hides.
of a steep climb. When the lights turn green the K 220 pulls away, shifts up and settles back in tenth gear again climbing at 30kph. There’s always a sense of the 615hp Cummins have plenty in reserve with the impression its working happily but very little apparent effort. “There are a few places I could be tempted to hook another [higher] gear but I’ll ease off the throttle just a little bit to knock the revs back and hold a gear instead.” Our progress is just as steady and controlled on the long downhill sections approaching Hawke’s Bay. On the long incline just beyond Te Pohue, the Cummins is sitting on almost 2000rpm in the second stage of the engine brake in ninth gear and comfortably holding a steady 28kph. James says it’s not possible to judge if the K 220 performance is significantly different to his K 200. “Our loads vary so much. It’s whatever gear you need on the day,” he says.
36 | Truck & Driver
James says he’s enjoying his time in the K 220 but will be just as happy back in his K 200. “I’d really like to thank Paul Chappel, Peter Hinton and Paul Burgin for this opportunity. I really appreciate being trusted with this new truck. It’s something special to be chucked in a brand new truck, and this one isn’t even going to be mine.” As a summary of the K 220, James says comfort and space are the most obvious areas where Kenworth has progressed its cabover model. “The Cummins X15 is a known quantity, and the 18-speed auto has the same refinement as the K 200,” he says. “I’d say it’s a bit quieter, but a lot of that is probably down to the side-mounted exhaust. It’s really easy to drive and it’s not hard to get comfortable in. “I’m a fan of the traditional look. The K 220 does Iook a bit different, but it still looks like a Kenworth. “While I’m a Kenworth fan, there is no `best truck in the world’ for me. There is just the best truck for a particular application.”
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The K 220 is the bold new face of Kenworth’s long-running K Series cab-over truck family.
Hayden Woolston
38 | Truck & Driver
F
EATURING THE SAME BRAND OF TRUCK on two consecutive magazine covers is a first in the history of New Zealand Truck & Driver. But in saying that, the brand might be the same, but the models are miles apart. Last month we tested the special edition Kenworth SAR Legend, a truck built as a throwback to days gone by. This month we’re testing the latest arrival in the Kenworth cab-over family, the new K 220 model. The K 220 is an update on its very successful predecessor the K 200, which has been available for 12 years. For the most part Kenworth have made what I would call detail improvements to the truck to make it a better all-rounder. For example, the cab changes save a claimed 4% in fuel consumption thanks to improved aerodynamic and also benefit the driver with extra head height and storage. Kenworth has also given the truck some tech updates with features such as the introduction of a digital dash which comes from the American T 680 model. A change that doesn’t really help either the driver or fuel consumption, but is an important one for Kenworth, is the styling. The new grille shape with a squarer look gives the truck its own identity so no one can confuse it with the K 200. I like the new look and I think it’s very bold to step away from the K 200 design that has been such a successful truck here in New Zealand. But I guess they had to do something to differentiate the new generation. When we catch up with the Pyramid Trucking K 220 the new look impresses me even more now that I see it in fleet colours. I also like the styling of the new bumper. I start my part of the test at Tirau and take the truck through to Taupo. I chose this route as it’s the same drive I did with the MAN TGX a few months ago, which will give me a good comparison with how the truck performs on the same roads. Climbing into the cab you certainly know you are in a Kenworth. Yes, it has a digital dash with a few more mod cons than the K 200, but with the cab fit out you’re not left wondering what brand you are sitting in. The climb up is the same as other K models with the side shuffle needed to
• SPECIFICATIONS • get in - but that’s what we have become accustomed too. The driver’s seat is a top-of-the-line ISRI and with plenty of leg room I found it was easy to get into a comfortable driving position. Moving around in the cab is also easier due to the raised roof height - achieved by the Kenworth engineers by getting rid of the vista windows and pushing the aerofoil forward. This also helps with more storage. This is the 2.8 Aerodyne cab and being the biggest in the range there is plenty of room. I choose this truck to test specially for the automatic transmission, to see how the 18-speed Ultrashift performs. It’s nice to see the gear selector has been moved to the right-hand stalk, so with a twist of the stalk I’m in drive and we are off headed to Taupo. Loaded at just under 54 tonnes, the Cummins 615hp X15 Euro 5 engine and Ultrashift transmission work well together to get the truck up to speed. The mirrors give good vision to the rear as I pull the B-train onto the road and around the roundabout departing Tirau, it’s not long until we are cruising along at 90kph. As we cruise along James and I have a good chat about trucks, the industry and truck shows - which is a testament to the quietness of this cab. I do find the steering a little heavier than I like, but that is a personal preference and James says he likes the weight of it. The vision out the front is really good even with the deep stainless drop visor. As we head south from Tokoroa I leave the truck in auto on the hills to see how the Ultrashift responds. It does what it is supposed to, but just like any other auto there are situations when manual control will hold onto a gear all the way to the crest a hill. It’s important to note this stretch of road is busy with trucks at any time of the day and I don’t have any other trucks come up behind and or pass us on these hills - even at just under 54 tonnes. Kenworth has done a good job with the K 220. They have made it look different to the K 200, but to be honest they haven’t changed the recipe too much. What’s the old saying? If the recipe is right don’t mess around with it.
Kenworth K 220 2.8m Aerodyne 6x4 Engine: Cummins X15 in-line sixcylinder (Euro V) Capacity: 15-litres Maximum Power: 458kW (615hp) at 1800rpm Maximum Torque: 2779Nm (2050 ft-lb) at 1200rpm Fuel capacity: Diesel 2 x 450 litres, AdBlue 180 litres Transmission: Eaton FO-22E318B 18-speed automated manual Ratios: Low L – 14.40
Low H – 12.29
1st low – 8.56
1st high – 7.30
2nd low – 6.05
2nd high – 5.16
3rd low – 4.38
3rd high – 3.74
4th low – 3.20
4th high – 2.73
5th low – 2.29
5th high – 1.95
6th low – 1.62
6th high – 1.38
7th low – 1.17
7th high – 1.00
8th low – 0.86
8th high – 0.73
Reverse – Low R Low 15.06, Low R Hi 12.85, Hi R Low 4.03, Hi R Hi 3.43 Final Drive ratio: 4.10:1 Front axle: Meritor MFS73 (7.3t rating) Rear axles: Meritor MT21-165GP tandem drive with differential cross lock (20.9t rating) Brakes: Front and rear drums with ABS/EBS and Brake Assist System Auxiliary brakes: 2-stage Cummins Front suspension: Tapered leaf springs with stabiliser bar Rear suspension: Airglide 460 air suspension GVM: 28,000kg GCM: 65,000kg
Truck & Driver | 39
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Driving the economy
HWR’s dual-fuel hydrogen-diesel trucks demonstrate innovation in the road transport industry.
Time to encourage innovation and technology T
by Dom Kalasih Interim Chief Executive Ia Ara Aotearoa Transporting New Zealand
ECHNOLOGY HAS BROUGHT ABOUT massive change for the better in our industry – although the core function, of taking essential supplies where they are needed, remains the same. Sometimes, change comes incrementally and gradually, like faster computers or more efficient engines, and sometimes it can be revolutionary, like electric or hybrid vehicles. In July, I gave a talk at Fleet Day in Hamilton, about how technology can improve heavy road transport. We’ve heard a lot recently about the challenges facing our industry, and while I do not want to diminish them, I feel it is good to be optimistic and acknowledge some of the positive changes that are happening. These are also good for the industry as a whole and help present it in a good light to the wider public. While some might look back nostalgically at the days of the old Bedfords and paper-filled offices, there’s no going back. And while some may question whether we are ready for new technology, others are already embracing it. The saying, “Don’t let those who say it can’t be done interrupt those who are already doing it,” certainly applies to our industry. Road
transport operators have consistently demonstrated their ability to innovate and come up with new solutions over the years – especially when devising ways to make trucks and transport more efficient. However, we do need government to encourage the take-up of new technologies that will not only improve productivity but also have a beneficial impact on the environment. Some of the current legislation and rules and regulations are lagging behind and creating a barrier to the adoption of the very technology that can help manage our challenges with safety and environment. Here are some of the ways in which technology is making a positive difference – and areas which could do with some improvement. Fuel technology Diesel engines emit both CO2 (carbon dioxide) and NOx (nitric oxide) gases. However, modern lean-burning diesel engines are far more fuel-efficient than older models and diesel itself is cleaner than it used to be even a decade ago. Truck & Driver | 41
Driving the economy
Industry is already demonstrating leadership and innovation by investing in new technologies. An example is Invercargill-based HWR, which has introduced dual-fuel hydrogen-diesel hybrid trucks to its fleet. The engines work by using clever fuel injection, so they can run on 30 to 50 per cent green hydrogen. According to HWR, one dual-fuel truck running an average of 384km per day can eliminate 200kg of carbon emissions per day. If all New Zealand’s fleet were to transition to dual-fuel, millions of kilograms of carbon emissions would be eliminated each year. HWR Hydrogen storage cylinders mounted on the rear of the cab on HWR’s first dual-fuel truck.
chief executive Anthony Jones says the dual-fuel project will make a significant difference to the road transport industry. Vehicle technology Battery Electric Vehicles (BEVs) are also known as ZEVs (Zero Emission Vehicles). They are already proving efficient, especially on shorter routes, for example in cities where smaller heavy vehicles are dominant. Long-haul larger electric trucks are under development but still seem a way off. Their cost premium is a barrier but there are some exciting developments. Watch this space. One of the current setbacks is entirely avoidable. Batteries result in increased vehicle weight and that is proving a barrier to adoption because the smaller trucks require class 2 driver licences rather than the car licence required for their diesel equivalent. Transporting New Zealand is seeking an interim blanket exemption and change to the Land Transport (Driver Licensing) Rule. There are also opportunities to increase productivity by increasing cubed and gross weight. Fewer, larger trucks on the road would also produce fewer emissions. Allowing increased axle weights and powered axle technology could also encourage take-up of more environmentally friendly vehicles, so a change really would make sense. Vehicle and driver safety Unquestionably, all vehicles have become safer. New technology in the form of blind spot and lane departure warning sensors help prevent accidents. Driver impairment is still a major risk factor, so better risk management of driver fatigue is another positive development. For a considerable period now in-cab cameras that monitor driver reactions have been available. Now there is technology that can assess driver cognitive performance and that, along with
other countermeasures, is being trialled in the livestock sector. Again, legislation has to keep pace with technology; therefore, we are seeking more flexibility in the Worktime and Logbook Rule, especially for the livestock sector to manage unexpected circumstances such as delays caused by weather, accidents, road closures, and ferry delays. Improving financial literacy and the bottom line Another old saying goes, “If the wheels are turning, you’re earning” – but are they turning as efficiently as possible? Business sustainability depends on being on top of your game when it comes to managing costs. Software programs make the process easier and make a real difference to your business’s bottom line. Software can provide real benefits for freight efficiency and optimisation. An example is Transporting New Zealand’s new Cost Model Tool, which is available free to members. To find out more, please get in touch by emailing info@transporting.nz, or see our website, www.transporting.nz Technology continues to evolve and contribute to potential solutions to better manage our largest risks: climate, safety, and commercial sustainability. Despite our reputation as a “technology taker”, our industry is not waiting. A diverse range of applications, from engineering hardware to spreadsheets, is now available. Our regulatory framework needs changing to provide more agility so we can more easily take advantage of technology. We appreciate your support as we advocate for such change. I’m also of the firm belief that transport operators are more than happy to take on new technology as long as it makes good sense, which ultimately means there’s a positive return on that investment and that often means its supported or paid for by the procurer of the transport services.
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 42 | Truck & Driver
Keith McGuire, Regional & Sector Advisor Upper North Island 027 445 5785 John Bond, Regional & Sector Advisor Upper South Island 027 444 8136 Jim Crouchley, Regional & Sector Advisor Lower South Island 027 261 0953
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Cates Bros Scania R650 – one of the flagships of the 21-strong fleet – pulls up at key customer Ballance’s Port of Whangarei fertiliser store with a load just carted from Mount Maunganui
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The Cates Brothers, Version 2 – Scally (left) and Snow (with Scally’s 2023 Volvo FH16 600 behind them), are carrying on the company name started by their Dad, Colin, and his brother Bill
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ORT Y, FIFT Y YEARS BACK, CATES BROTHERS WAS this little trucking business in Titoki – out northwest of Whangarei, on the road to Kaikohe. Local farmers Colin and Bill Cates had three or four trucks – carting metal from the quarry they operated on a nearby farm. Fast-forward to 2023….and Cates Bros is now a 21-truck business – running all tippers, except for one transporter unit (to shift a couple of diggers they also run). Where Colin and brother Bill used to be the owners, now it’s two of Colin’s four sons – Snow and Scally. So it’s not too difficult to imagine that this is one of those family transport businesses that have simply, seamlessly transitioned from one generation to the next. Easy to believe….but that’s not at all how it’s happened! The path from there to here – while it does involve family, loyal clients and a love of trucks that was born from being the kids of truckies – has been much less straightforward. In fact, Cates Bros wasn’t even around for a decade: By the time Snow left school (at 15), his Dad and Uncle Bill had sold the quarry, the trucks and diggers – to Whangarei Owner Drivers. So, not interested in the farm, he went to work in the quarry for them – becoming a shareholder in the business at 17, and a 50/50 co-owner about four years later.
But then, after 15 years with the company, he sold up….to go back to the farm! It seems strange – to abandon a business he loved, for a farming life that he didn’t…. But not when you understand he was going back to help his elderly Dad, who’d had both legs amputated because of damage done during his years working in the quarry. And Scally? His early love of trucks, tractors and diggers (shared with a passion for farming), was literally derailed: After years on the farm, he and his wife headed to Auckland, where for four years he “drove trolleys” in NZ Railways’ Southdown freight terminal. So no…..this isn’t “the usual” story of a father-to-son (or daughter) succession.. It’s a story that starts at the 1100-acre Cates family farm at Titoki (about 35 kilometres out of Whangarei), back in the 1960s and Seventies – when Snow (real name Stephen) and older brother Scally (Ellis) were kids. Their Dad and Uncle Bill had, around 20 years before, seen an opportunity to go beyond sheep and dairy farming – taking over a nearby quarry and securing a deal to supply all the aggregate for the new Titoki Bridge on the main road. Scally has an idea that Colin and Bill’s father (Herbert) had been the first Cates to turn to transport to supplement the farm income – running “one of those old long-nosed, pointyTruck & Driver | 47
Top, from left to right: In almost 50 years behind the wheel Barry Waldron has been vitally involved with the Cates - who regard him as family.....the now long-gone Cates Bros quarry at Titoki.... primary schoolboy Snow Cates poses in front of the company’s FUSO, F1800 International and TS3 Commer, in the quarry, around 1973
Below: The Cates fleet, pictured in December 2021. Highhorsepower Scania R, FH Volvo and Mack Super-Liner additions have seen four of the 19 trucks here moved on...and pushed the total up to 21
nosed bloody Chevs” on a cream run to nearby Maungatapere. When Snow and Scally were growing up, the Cates Bros quarry, its trucks and diggers, dragged in the boys like bits of metal to a magnet. Scally (the nickname that everyone, except for one teacher, “called me…from when I was knee-high to a grasshopper”), reckons he was probably only eight or nine when he started driving trucks around the quarry – with the choice of a D6 or TK Bedford, a TS3 Commer or an International F1800. “We all used to get a kick out of emptying the bins. And Dad and Billy used to travel backwards and forwards from the farm to the quarry in one of the trucks – and we’d have a scrap: ‘Who’s driving home.’ Or ‘can we sit on the back going home.’ Those days, nobody worried about that.” Scally felt unwelcome at school and often as not he skipped classes in favour of working around the quarry, going for a ride to Dargaville in one of the trucks, or working on the farm.
48 | Truck & Driver
When he was at school he’d catch the bus home, maybe “go help Mum milk and then I’d race across the gully to catch the storekeeper – he used to deliver the mail”….to get a lift down to the quarry. Snow shows off an old black and white photo taken by former Cates Bros driver Ralph Ward, capturing the fleet in the early 1970s: Primary schoolboy Snow stands proudly in front of a lineup that then comprised the Inter F1800, the Commer, a Ford D1000 and a FUSO. Like Scally, he too took every opportunity to be at the quarry: “After school each night I used to go down there and drive the trucks – emptying the bins.” In 1973, Scally – by then out of school – had a big accident at the quarry: He was driving a loader and “I tipped it over…. and I stuck with it. It give me a nudge out of the way and into a puddle and it ended up landing upside down, not that far away from me!”
He was able to walk away – but was soon taken to hospital, where x-rays showed he’d chipped his spine. When the doctors couldn’t find the bone chip, “they hummed and hahed whether they’d have to operate or not….and they chased me for 10 days round and round the hospital with those three-inch penicillin needles, using my backside as a bloody dart board!” He recovered…and continued a working life that involved not only working on the farm – including doing the milking – and “mucking around” in the quarry, but also saw him regularly working for “the neighbour down the road.” The big attraction there was driving the farmer’s tractors. “Back in the heydays, when I was milking, I was more farm machinery-minded (than truck-minded). I loved driving tractors.” Next door had a Leyland and then a flash Kubota 7950 – “oh it was a beautiful tractor. And I metalled that farm from head to toe. All the races. You know, that was probably what kept me going.”
While he “loved the farm,” after getting married at 24, Scally reluctantly moved to “Jaffa-land” (Auckland, that is), to be closer to his wife’s family. For four years, trucks and tractors had no place in his life. By then, Snow’s trucking career was well and truly under way: He’d left school at 15 – and he was never going to stay on the farm: “I didn’t mind driving tractors and so on, but I didn’t like the milking. Oh, I’d do it every so often, but Scally….he was the farmer: He was sort of on it all the time.” So Snow soon started fulltime at the quarry (where he’d continued to work after school for the new owners). He loved the quarry – but understood why it had been sold. For decades Colin and Bill Cates had endured a brutal work regime: “They’d milk the cows then go to work and try and run the quarry. “Then they’d do a day’s work at the quarry, go home at six, seven o’clock at night – and they’d have to go and milk the
Truck & Driver | 49
Fert and stock feed deliveries to Northland farms have long been an important part of Cates’ work. Here one of the fleet’s six Volvo FMs gets a load in during a break in this year’s lousy weather
cows again, you know. “Aw, you couldn’t run two businesses at once – the farm AND the quarry was just too much. So…. they decided they’d had enough and went home to the farm.” Snow reckons Whangarei Owner Drivers’ partners – Bert Waldron, his son Barry and Alan Smith – treated him like family. After he’d spent a couple of years driving in the quarry, they got him an exemption to drive trucks on the road – at 17. The company was a well-established general carrier, doing house sites and carting fertiliser as well as operating the quarry and carting metal from it. Snow started driving a 2418 Ford….then a 320-horsepower R Model Mack! And, remarkably, when still 17 he was asked by company MD Bert Waldron “if I’d like to join the company…” In a sweet deal, he was offered a shareholding, with no cash upfront: “They’d take whatever I could afford out of my wages every week… that’s how I bought into it. He was a great guy.” It was the same deal Bert had, years earlier, offered son Barry. At 20, Snow became the youngest person ever to gain a Quarry Manager’s Certificate. About a year later Bert Waldron said he’d like to retire and Barry “decided to go out on his own” – so Snow and Alan Smith bought them out, thus becoming 50/50 owners of Whangarei Owner Drivers. “By then,” Snow explains, “we had enough equity in the business to go to the bank and borrow the money.” Things ticked along for the next decade – Snow’s wife Nicole 50 | Truck & Driver
helping out in the office when needed (paving the way for her future fulltime role as Cates Bros admin manager). When residential encroachment forced the closure of the old Titoki quarry, the company bought a mobile crusher and moved it around Northland to various leased quarries. Around ’96 Snow and Nicole decided to sell up – both their Whangarei home and the half-share in the business – to return to the Cates family farm, so Snow could help his nowwheelchair-bound Dad. Colin had been “in pain for so long” – triggered, Snow says, from damage caused by flakes of rock firing into his legs during crushing: “And you know, old fellas in those days thought they were so tough they didn’t believe in going to a doctor. It got him in the end. “He lost both legs – they were cut off above the knee, so he couldn’t learn to walk. But he was determined to get around in his wheelchair – do everything himself.” Snow’s good intentions didn’t really work out: His ideas of running the farm “only lasted six months, because I’m not really a farmer. Never was.” And because, he adds, old Whangarei OD customers “kept ringing, wanting me to do their work and stuff. “You know, you’d built your clientele and in the little area where we were out there, there was loyalty….. The younger generation doesn’t have that, but the older generation always had it. They’d keep using you.” So, in 1997, he bought an ’86 Scania 112M and a secondhand digger – and went back on the road….this time with the Cates Bros name on the door.
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Its restart (10 years after Cates Bros ceased operating) had the blessing of his Dad and Uncle Bill, Nicole points out: “They just wanted you to keep going – just as far as you could go. They were very proud of you.” Snow says: “It didn’t take long before we got busier…and busier.” He had plenty of farm work around the Cates home area and picked up increasing maintenance metalling work for big regional contractors. “We used to do major farmwork – new roading, new races, new cowshed sites. And I’ve been a sub-contractor to Fulton Hogan for 23 years…so we cart a lot of metal for those guys, on big projects. We do palm kernel for farms…whatever.” Pretty soon he was also working closely again with Barry Waldron – helping out when his one-man operation needed subbies on some of his jobs…and, in return, bringing him in when he had extra work. Barry had recently added a big coal contract to his longtime work carting fertiliser from Mount Maunganui to Northland for Ballance, while taking sulphur south from the local works. In a new operation, around once a month a tugboat would arrive at Whangarei with a barge containing 8000 tonnes of coal – from Australia or Greymouth. Barry and three or four other ODs had set up Whangarei Bulk Carriers to cart it from the wharf to the Golden Bay Cement works. WBC would call in up to a dozen subbies (Snow included)…. to get each barge unloaded within a day of it docking. As well as that, Cates Bros’ own workload grew fast, as Snow details: “Within six to eight months I was giving away a lot of work – I had Barry and a lot of guys I was calling in and
subbing the work out to….” “So I bought another truck – another Mack R Model.” And the growth just rolled on from there. In fact, even Uncle Bill ended up driving for Cates Bros again – “right up till he couldn’t drive anymore… Uncle Bill’s last words (he had emphysema and he was in hospital) were ‘don’t stop boy – keep going.’ He loved it.” Another part-timer was big-brother Scally: He’d returned to the farm from Auckland, and “when I got that second truck he’d drive it for me between milkings. Yeah, that’s how we got going. And ever since it’s been great.” Scally “seemed to enjoy it.” Whereas, Snow reckons, while his brother was “a great farmer, he didn’t like milking that much.” So, since “I was giving far too much work away to everybody…” Scally came to work fulltime – and became a partner in the business. The brothers shared the driving – but so far as the running of the show went, Scally was happy to leave that to Snow and Nicole. On the day NZ Truck & Driver visits Cates Bros, when Scally gets back from his usual fert run to Mount Maunganui, he joins us in the office for a chat. Does he ever work in here? “No! Never!” he barks – points at Snow and adds: “He has all the contacts – I haven’t. He has.” And just in case that isn’t clear enough, he continues: “Snow’s good. I’ve got no interest in coming in here.” Driving, on the other hand, is very much to his liking: “Oh yeah. You meet a lot of people and get around.” It’s particularly
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Scally Cates closes in on Whangarei with an HPMV load of fert in his 2023 Volvo FH16 600
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Clockwise, from top left: Snow runs the business – but does still manage to get into a truck or digger most days..... Snow’s wife Nicole runs the admin side of the show....road maintenance and repairs have always been another Cates mainstay.....Scally in his “office.” he has no interest whatsoever in getting involved in the management side of things
enjoyable because his current ride is a brand-new Volvo FH16 600 6x4 – “a Rolls-Royce,” he reckons. Snow adds: “Scally, he’s flat-out driving…. That’s his part of it – he doesn’t like doing this side of it. He’s out there doing a great job. It works really well between us.” In 2003, the company bought out WBC from Barry Waldron…. who, for the next 18 months, became a Cates Bros driver. Waldron, who had only ever owned one truck at any time (first a 320 Mack R Model, then a 350 R Model and finally a Mack CH) – relying instead on subbies – no longer had the contract for the coal work….but did still retain the job he’d been doing for Ballance, carting fert from the Mount to stores all around Northland. That’s been a mainstay of Cates Bros’ work ever since – along with its road maintenance work for Fulton Hogan, carting hotmix for roading, doing fert deliveries to farms and the general farm work it’s always done (like building and maintaining farm races, stock yards and the like, plus the delivery of palm kernel and other stock feed). Scally initially did the Mount run in a CW440 Nissan Diesel, then a 2005 FS Hino. Gradually, but steadily, the fleet grew – another Hino, a couple of Mack Qantums, a CH Mack, two Mitsubishi Shoguns, a Volvo FH 520 and a Renault Premium. For the past six years though, the Cates have increasingly favoured Volvos – adding six FMs (two 540s, four 500s) and two FH16s. They’ve also added three Scania R650s and two R620s, plus a 685hp Mack Super-Liner.
Now they’re keen to cap the fleet at 21 trucks….partly because of the difficulty of finding more good, experienced drivers, but also because the one hectare ex-Mainfreight Port of Whangarei depot that they bought six years ago is almost full, if the entire fleet is parked up. They’ve already outgrown a succession of yards and aren’t keen on another shift. The fleet mostly works five days a week – most days seeing 10 truck and trailer units leaving Whangarei for the Mount in the early hours (from 1am on) with a variety of southbound loads…. And returning, loaded with fertiliser, between late morning and early afternoon. Some of the drivers complete their shifts by tipping off at Ballance stores close to Whangarei. Deliveries to stores further afield are completed by other drivers (often including Snow, who still manages to get into a truck or digger most days). The rest of the fleet of tippers generally work region-wide… anywhere between Auckland and Cape Reinga. The “Mount run” has always posed its own challenges – some new, others past. Barry Waldron says that back in the day “the rail” was the major bugbear. First, he had to fight for the necessary Goods Service Licence against opposition from the Railways – “because you were taking their work, see.” That sorted, “you still had to pay $3 a ton every day – every 24 hours – to get a permit to go to the Mount against the Railway. Truck & Driver | 55
Clockwise, from top left: Snow restarted Cates Bros in 1997, with this Scania 112M....he soon added this ‘86 Mack R688....a former preference for Macks switched to Volvos as the backbone of the fleet six years ago....around a third of the Cates fleet, seven years ago – just before the move to Volvo. Only the Renault Premium and Mack Qantum remain..... Snow loves Macks but even this handsome 2018 Trident has now gone...old Cates photo taken by driver Ralph Ward of the company Ford D1000 piggybacking the Commer....the Titoki quarry back in the day
Those days they were 25t payloads. So $75 a day. Every day.” Now, the likes of the Waikato and Northern Gateway expressways; 500-685hp trucks with a high level of comfort, road-handling and electronic driver aids; and higher HPMV GCMs, have transformed the fert run. Even so, the challenges have amped-up this year: The slips that resulted from January rainstorms closed State Highway 1 on the Brynderwyn Hills for about seven weeks, forcing the fully-laden Cates fert trucks to make an 80km/two-hour detour, via Dargaville. It put the homecoming drivers out of hours, so relief drivers had to meet them in Dargaville to finish their trips. Snow: “It was costing us 350 bucks a day extra, per truck. So it’s a lot of money over seven weeks.” Ballance, he says appreciatively, “saw us right.” The 1am-2am starts to the fert runs are timed so that the homebound trucks hopefully avoid the worst of Auckland’s worsening traffic congestion. Still, motorway shutdowns after fatal accidents or serious incidents have meant having to relieve drivers who have run out of hours. Either that, or an 56 | Truck & Driver
unscheduled overnight motel stop. Snow is forever telling the drivers to be careful: “They’re out there doing big Ks every day and they’ve gotta have eyes in the side of their head, the back of their head – everywhere! Because some of the drivers on the road today are just… absolutely pathetic.” Then there’s the roads. Particularly around Northland, they are “very, very bad,” says Snow: “Your R&M – definitely for the last five years….is going up and up and up. All the time. And theoretically, when you’re buying new gear, it shouldn’t be.” That new gear, by the way, has been decided, at least in part, by loyalty…a preference to deal with people Snow likes and trusts. He’s bought many trucks through Mack salesman Carl Capstick – not just the Macks he loves, but the Volvos and Hinos also distributed by Mack importer Sime Darby too: “Like, Carl is a great guy….I’ve bought all those trucks off him, because of him really.” Snow reckons he’s now intending to “pretty much stick to” Volvo and Scania. For all that he loves Macks and rates them
“a very good truck,” he says “they’re nowhere near as good for driver comfort as the others.” He’s never considered other American or Euro makes, “because these ones I’ve had have done me pretty good really. So why go away from something that’s doing the job.” He is a fan of high-horsepower trucks for the fert work because “it does make it easier on the driver… Comfort is the biggest thing for them. At the end of the day they hop out and they’re still okay.” Cates is a loyal customer of fellow-Whangarei company, Brian Morgan Engineering/Underbelly – having it build most of its trailers and truck bodies. Recently Snow’s had even more reason to favour them – since son-in-law Kieran Farrier went to work there seven and a half years ago. Five of the Cates fleet are HPMV units – three rated to 52.7 tonnes and two (Scania R650 8x4s) to 58t. One of the frustrations with HPMVs in Northland is….there are a lot of roads they can’t go on at their maximum rated weights. The company has 21 staff, all but three of them drivers. Until recently there were two or three mechanics working in Cates
Bros’ large workshop, but lately Snow’s been buying new trucks with full R&M plans – backing that up with daily safety checks and weekend servicing done (onsite) by local company BDX. All of the trucks have EROAD’s GPS-based fleet management system installed. The three-strong admin team led by Nicole includes their daughter Chanelle – whose involvement with trucks dates back to when she was a toddler, her Mum points out: “Snow used to take her in the old R Model Mack with him.” Snow: “That was sort of the only time I used to see her. Because back in those days you were that busy it was like…. you never saw your own kids grow up.” He isn’t making the same mistake with his two grandsons – two-year-old Miller and Benji, six and a half: When they’re around, he confesses, “I’ll just forget about work!” It’s funny how fate moves things around in circles: When Scally and Snow were kids, spending time in the quarry, Milton Dysart – the son of the property owner – was doing likewise. Now 61, he’s clocked-up 20 years driving for Snow. Truck & Driver | 57
Top left: One of the two remaining Hinos spreading metal
Lower left: The company has always had diggers for its work making and maintaining roads, farm races and the like Right: Scally’s FH delivers its load to Ballance’s Port of Whangarei fert store
But even more remarkable is the company’s relationship with Barry Waldron. About a year ago, family reasons prompted his return to Whangarei after 17 years of living a quieter, easier life at Coopers Beach. Barry, now 70, reckons he did consider retirement – “but after eight weeks there was gonna be a divorce!” So here he is driving an FM 500 for the Cates, who consider him “more like family” – exactly the way the Waldrons treated Snow when they welcomed him into Whangarei ODs all those years back. And Snow adds: “Yeah like, I’ve only got to where we are through the likes of Barry. They (the Waldrons) taught me a hell of a lot.” Barry is a sounding board for some of Snow’s business ideas: “I’ll get him in and say ‘hey, what do you think of this?’ ” Nicole confirms his value: “We need more of him!” Snow has followed the Waldron business model that saw Barry regularly recruiting subbies for the coal work, rather than adding to his sole truck – because, as he explains, “I didn’t think anyone could work as hard as I could.” The ODs were motivated and “all worked as a team.” Even with 21 trucks, Snow says: “You need your subbies. That’s how you grow your business – how you go for bigger jobs and that. There’s many a day when I’d have 30-odd trucks running. You know, there’s still a shortage of good truck drivers out there.”
Barry will clock up 50 years of driving trucks next January 10. “After that,” he says, “is a bonus. See what happens.” Snow interjects: “I hope when that day comes, you’ll come and sit here…and I can go back to work.” Ask about a succession plan and Snow, now 58, says that littlest grandson Miller (who’s just been visiting his Poppa) loves trucks: “Oh, umm hopefully that little fella….I could keep going till he’s big enough!” Scally has just turned 65 – but he’s not allowed to retire anytime soon, Snow reckons, laughing: “He’s just got a brandnew truck and I said to him the other day ‘that’s it for another four years. You wanted that new truck….’ ” Mention to Scally that it wouldn’t be good if he and the five or six Cates drivers aged 65 or over all decided to retire at the same time, and he laughs: “I can’t make up anybody else’s mind, you know…. but I won’t (be retiring soon). “And this is what everybody says to me: ‘What the hell are you doing, still driving?’ And I say ‘well guys, you see that there – while my name’s still on the door I’ll keep going.’ ” Scally says he “just went for a CoF the other day – my doctor’s as happy as…. So I’m gonna keep going as long as my health lets me. And I suppose, as long as Snow’s running a trucking company I will stay with him. And those are my intentions.” Ask him to sum up his feelings about Cates Bros, and he offers just four words: “I’m proud of it.”
58 | Truck & Driver
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LEGENDS
Tanks and Traditions in the Taranaki Phil Sandford
B
ASED IN THE ‘NAKI, SANDFORDS Rural Carriers has been in business for nigh-on a century. This is obviously something of a monumental feat all by itself, however, what’s more impressive is the family run business has also remained under the control of the founder’s direct descendants throughout. It’s for this reason, plus the loyalty they have amassed in the Auroa area and wider South Taranaki, that Phil Sandford is this month’s Southpac Legend. Sandfords as a transport company started with a single truck in 1923, when Phil’s grandfather, Mr E.F. ‘Ebby’ Sandford began carrying general goods upon returning from the Western Front in World War I.
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“Ebby’s first truck was a Chev 2-axle,” says Phil. “I’m not sure what the payload was, but most of his early jobs were carting metal. This involved shovelling metal from local streams onto his truck and shovelling back off the truck to wherever it was required.” A few years later (1927), when the railway line from Te Roti to Opunake was opened, a station was set up at Auroa, and this prompted Ebby to not only build a depot on the corner of Auroa and Skeet Roads, but also legitimise his carrying business with E F Sandford Carrier being formed. The depot became the office and home for Ebby and his family and in turn ultimately established his relationship with the area - the year was 1928.
The business began to increase as livestock started moving between farms and products like coal and Belgium slag were unloaded from the rail siding and delivered to the local farms and dairy factories. By the early 1930’s the fleet had grown to three trucks and one bus (transporting children to the Auroa School). However, Phil says the outbreak of World War II saw the fleet reduce in size as the best trucks were taken away by the Army. “They were given back to us after they had finished with, and according to Dad, they were stuffed,” says Phil. Ebby Sandford passed away in June 1959 and Phil’s Dad Mr A.L. ‘Bert’ Sandford and his uncle Mr R.D. ‘Bob’ Sandford took the
reins, with the pair forming a new company Sandford Bros Ltd in 1960 - a business that then boasted five trucks and three school buses. Over the next 30 years the business continued to grow. Fertiliser spreading was added in the early 60’s. More and more cattle were moved by road instead of rail. The early `80s saw the deregulation of the transport industry and the end of the rail monopoly. Fast forward to 1991 and Sandford Bros Ltd (and subsidiaries) was running a fleet of 14 trucks, with Bert Sandford as Managing Director and his brother Bob looking after the metal crushing and screening plant. Bert’s sons Keith and Phil were also working within the business with Keith managing the livestock operation, and Phil, having recently returned to Auroa after working as an engineer, was driving a stock truck. Phil says that his route to joining the family business was a little less direct than that of his brother. “I didn’t start in trucking [From school]. I did an apprenticeship as a fitter welder in Kapuni. I worked for Lactose, which is now part of the Fonterra group, and I did my time there.” Phil then moved to Motunui to work at the gas-to-gasoline plant for a couple of years before moving to Whangarei and working at the Marsden Point refinery as a boilermaker. “I met my wife up there and we ended up in Auckland for a couple of years. I worked in a couple of jobs there, making industrial air conditioning for big buildings, and then at a place that did factory and plant maintenance.” More travel was on the cards as Phil his wife Jen travelled overseas for a few months, doing an OE through Europe and England and then on to Perth for a month. “I was pretty close to staying there actually, but I talked to my dad about giving the business a crack. My brother was working there at the time, he was running the livestock division.” So, it was in 1988 when Phil finally started out working in the business’s little quarry, at the ripe old age of 26. At that time Phil believes the business had grown to a reasonable size - around half a dozen stock trucks, three tippers, three or four spreaders, plus the quarry and a fertiliser consignment store. Despite the multiple options available Phil says that he just went where his father Bert told him, starting off in the quarry because he thought ‘Phil might be useful there’. “I started off helping my uncle Bob and was running a crushing plant. We were washing a bit of shingle for the local council. So, I helped him with that and being an engineer, I obviously got to look after all that stuff.” He says that his uncle Bob ended up retiring, ‘he had a few health issues’ and sadly passed away in 2000. “I then did a bit of fert spreading before doing a couple of years in a stock truck. Then Bert went and bought a big quarry on the Wiremu Road close to the mountain and suddenly I wasn’t a stock truck driver anymore, I was a quarry fixer.” Phil moved into the office around 1992 to look after the
spreaders and in 1993 ended up looking after bulk trucks after Bert had an episode of vertigo and decided to step back from the dayto-day operations. On top of all that, Phil, and Jen’s second child, Adam, (and brother to Thomas) died. It was not long after this in 1994 that Keith and his wife Fiona and their children decided to have change of lifestyle and moved to Auckland. “So, with Bert having taken a step back suddenly I was it.” Evidently being ‘it’ was a great idea, as over the next couple of decades Sandfords went from strength to strength. Phil says today they’ve got about 95 trucks and a diverse business that’s far reaching both geographically and in operations. “We operate out of four sites in Taranaki, have a yard in Piopio (Progress Transport) and yards in Bulls, Featherston and Napier. Livestock, bulk fertiliser and metal cartage, feed deliveries, wool cartage, ground spreading, and ready-mix concrete make up the bulk of our work,” says Phil. They are definitely juggling a lot of balls, and bulls for that matter. “We do a shitload of stock. In Taranaki alone, around the first two weeks of May we move probably the thick end of 40,000 heifers and last year we picked up 145,000 Bobby’s.” When it comes to staff levels, Phil believes that they are up to around the 130 mark, but this doesn’t seem to faze him. “I visualise it as all different clusters. So, you’ve got 16 odd up at Piopio and they’re managed by Scott Lyford, Bulls and Featherston managed by Dave Thomson and Napier by Darren Harvey and Taranaki by me. But it’s about having different managers in different geographical areas which certainly takes the pressure off.” As with all businesses Sandford’s has not been exempt to some lows, and Phil recalls during the 90’s when AFFCO decided to tender out their work and a carrier down the road got a third of their business. “You just have to get on with it and it wasn’t too long before things turned around. But when that happens overnight it can leave you in a bit of a dark place. When choosing trucks, Sandfords is strong on Paccar brand trucks with about 40 DAFs and 15 Kenworths.
Truck & Driver | 61
“We have a number of other brands but appreciate the backup we get from Southpac. Ground spread wise we have a mixture of Scania and Iveco 4x4 and in concrete Hino and Isuzu.” Sadly, Bert passed away in 2020. Phil now runs the company, and his son Tom is running the workshop. “We probably do about 90% of our own maintenance. Jessie, one of Bert’s granddaughters, takes care of Human Resources and Health and Safety.” Phil’s wife, Jen, daughters Ali and Sarah also help out part-time. “And my youngest son Hamish, he’s just started working for us, he’s an auto electrician.” He says that much of Sandford’s success must be attributed to excellent staff. “They have been prepared to step up as the company has grown. This is still a family business, and they are all a big part of that family.” Some long-serving people worth a mention are Arlene Peacock (over 40 years), Merryn Clouston (over 30 years), Alan Lord (now retired but did over 20 years), Murry Simpson (over 30 years), and
62 | Truck & Driver
Les Southcombe (also retired but did 10 years). Phil believes that this fourth generation will ultimately inherit the business, jokingly (or maybe not) saying that he’d be just happy if they took it and kept paying him. Nowadays Phil says he just does what he needs to do. “There’s always something that needs chasing. I do all the spraying and mow the lawns. I do a bit of driving and we’ve got a little farm along the road that I try to sneak along to.” And when not ‘working’ (among other things) he loves fishing, diving and hunting and owns a tank. “It’s a little Scorpion. I drive it around the farm,” he says. Phil says he likes being his own boss. He likes the freedom that having your own business gives him but also doesn’t like the ties having a business gives him. ‘You know it has its good and its bad points’. “I enjoy things when they’re done well, I like to think we do a good job, if I had a focus, it’s retaining customers. I just like to do a good job. I also like to have good gear. I like to think that we’re continually improving and providing good service.”
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FEATURE
Iveco on the move By: Colin Smith
Iveco ANZ Managing Director Michael May says New Zealand is an important market for the brand. IT’S BEEN CHANGING TIMES FOR THE IVECO MARQUE SINCE the August 2021 announcement it was ending Australian manufacturing and sourcing its full new truck line-up out of Europe. It’s a move that is bringing significant upgrades to Iveco’s product range on both sides of the Tasman. And in New Zealand there have also been changes to the dealer network while work is being done to enhance customer support and to prepare for future electric models. “We’ve put a fair bit of focus on New Zealand, in and around both product and network,” says Michael May, Iveco ANZ managing director. “The product in New Zealand is actually quite different [from Australia], particularly the 8x4 and some of the unique combinations that are required. And it [New Zealand] probably leans more towards alignment with European product.” May says the new models being introduced by Iveco are well suited to the New Zealand market. “When we had to make that tough decision about stepping away from local production, we had benefits from a product perspective because we were able to leapfrog from a 2016 platform up to a `22 platform,” he says. “And we have put the time into understanding, what are the market needs? And you probably never finish this story to be honest. “From a network perspective, our decision to have some changes were about understanding how we could better service the market. We have got our own presence in Auckland, and we wanted to be sure we had real clarity of message around our brand. “We are looking for opportunities in New Zealand. For us it’s an important market and a key market. “And it’s really different between the North and South Islands in the way we support customers in those regions. So, we are continuously looking at how we can support customers.”
May believes the New Zealand market is responding to the new S-Way and he has high hopes for the new T-Way range which is replacing Trakker models. “It’s [the T-Way] critical for New Zealand. That’s where the truck shines for us. Our bigger market is NZ, but we do see opportunity to catch up in Australia as well.” The T-Way model range will appeal to both traditional and new segments in New Zealand. “It’s predominantly 4x4 for the ground spread market, but we can see opportunities for 6x6 and 8x4. But a solid volume comes out of 4x4, and we’ll continue to see that,” May says. There are other new models in the pipeline with updates on the way for the EuroCargo line and preliminary study underway in readiness for the full-electric eDaily van and cab/chassis models. “There will be model year updates to the EuroCargo, probably next year. The question of when it lands is `how long’s a piece of string’ if I’m honest with you,” May says. “The lead times are so hard to predict, but it’s next in line [for upgrading]. Iveco Australia began trials of an eDaily soon after debuting a pre-production unit at the Brisbane Truck Show in May. The unit unveiled in Brisbane was a 70C cab chassis with 4350mm wheelbase, 7.2t GVM and three batteries. Australia is in line to receive five units for evaluation and May sees potential for the eDaily in New Zealand. “We are super pleased we got hold of one of the first batch of 50 coming out of Europe. We are lucky to get this truck. It’s second generation for us, so it’s quite an advanced product. It’s not to be considered a prototype. “It’s unique in that it’s got a chassis and a lot of the other vans are monocoque, so we’ve got flexibility and modularity for the product. And it can haul some load – it’s 7.2-tonne GVM so you get about 4-tonne payload.” Being based on the conventional Daily range means existing Truck & Driver | 65
The Iveco Daily (left) has recorded a sales surge in New Zealand while the full-electric eDaily (right) is being evaluated in Australia.
Daily owners will be familiar with the features and benefits of the electric version. It’s a similar case for bodybuilders – all the main electric components sit within the conventional chassis with no protruding parts, and the chassis itself carries the exact same body mounting positions as the diesel product, to simplify body fitment. There are no firm plans yet for trialing the eDaily in New Zealand. “We might move something into New Zealand, but we haven’t made that decision yet,” May says. “In some areas New Zealand is a little bit in front [of Australia] in terms of its appetite for electric.” May describes the validation programme for the eDaily as being not so much of an engineering exercise, but one of understanding how the vehicle can be used and supported. “Validating is probably not the right word because we know the product is solid. “We want to make sure we know how to handle the product, how to support it and how customers could potentially own the vehicle, because you are talking about a different capital investment.” “It’s nice to have some token sales going on, but we are really looking long-term.
“When the product starts to ramp up and our governments work out how they align infrastructure, incentives and regulations to enable this technology, we want to be really ready and at the forefront.” One area where Iveco is at the forefront, sending a signal that recent its strategic changes are delivering results, is the New Zealand registration data for July. In the commercial vehicle market (over 3.5-tonnes) Iveco was the New Zealand market leader in July achieving 99 registrations – achieving its best month on record. In the over 4.5-tonne category Iveco ranked fourth (with 52 registrations) behind the Japanese trio of Fuso, Isuzu, and Hino for July. And the Daily range topped the 3.5-4.5-tonne entry category with 47 registrations ahead of Fiat with 35. Daily sales have surged from 6 units in the first six months of 2022 to 40 units in the same period this year, followed by 47 more in July alone. Iveco NZ Dealer Principal Barry Woods says he can’t disclose the identity of the customer, but Iveco NZ has secured an order for 280 Daily models and the big numbers in the July registrations represent the first phase of those deliveries.
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T-Way expands Iveco lineup THE NEW IVECO T-WAY IS THE SUCCESSOR TO THE VERSATILE Trakker model and continues Iveco’s long pedigree of marketleading off-road trucks. The T-Way is purpose-built for difficult off-road applications such as mining and exploration, forestry work, water cartage, agricultural spreading, and tipper work. The new range boasts the hardcore off-road ability of its predecessor, while introducing the latest Euro 6 (Step E) engine range. There are also improved levels of comfort and refinement as well as a stylish new cabin that draws design cues and structural rigidity from the recently launched S-Way range of road going trucks. T-Way is available in 4x4, 6x4, 6x6 and 8x4 configurations and GVM/GCM ratings of 20,500kg/44,000kg, 26,000kg/ 60,000kg, 33,500kg/60,000kg and 41,000kg/60,000kg. There is a choice of four wheelbases (model dependent from 3800mm to 5820mm). Four powerful Euro6 (Step E) engines are offered in the range. Standard in the T-Way AD 4x4 is the Cursor 9, 8.7-litre 6-cylinder producing 360hp (265kW) and peak torque of 1,650Nm at just
The new T-Way replaces the Iveco Trakker model range for tough terrain. 925rpm. For 4x4 buyers requiring additional power, the optional Cursor 13 with its 12.9-litre displacement is also available producing an impressive 410hp (302kW) and 2,100Nm of torque at 1,000rpm. In the T-Way AD 6x6 model, the Cursor 13 again features but in a higher state of tune, producing 450hp (331kW) and 2,200Nm of torque at 870 rpm. For the T Way AD 6x4 and AD 8x4, the Cursor 13 produces 510hp (375kW) and 2,300Nm of torque from 900rpm to 1600rpm. Emission control on all engines is provided by Iveco’s patented Hi-eSCR after-treatment with Diesel Oxidation Catalyst, Diesel Particulate Filter, Selective Catalytic Reduction and Clean Up Catalyst. Already a favourite in several Iveco roadgoing models, the Hi-Tronix Automated Manual Transmission (AMT) is also specified in T-Way. This transmission is featured as standard in the AD 4x4 in 12-speed guise, and if the AD 4x4 is selected with the optional 410hp engine, then it’s matched to the 16-speed Hi-Tronix AMT. The 16-speed Hi-Tronix is standard on AD 6x4, 6x6 and 8x4
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models. Both AMTs provide the flexibility to be used in auto-mode, or alternatively with a column mounted sequential manual shifter, providing an additional level of control if road conditions require. A rear engine PTO is standard on all models. The Hi-Tronix transmissions have been durability tested to over 1.2 million kilometres. Building on the off-road prowess of its predecessor, T-Way features full-time drive systems in 4x4 and 6x6 variants, with drive to the rear axles in the 6x4 and 8x4 variants. All vehicles are also equipped with hub reduction to all drive axles and front, centre, and rear differential locks to provide traction in slippery conditions. The two-speed transfer case in the AWD versions deliver excellent tractability in low range, allowing T-Way to overcome steep ascents and descents easily and safely. T-Way models have a steel chassis with 10mm thick frame rails that allow better flex and articulation over rough ground. The design means that body fitment to the new T-Way range is easier and more efficient. PTO on all models provides further flexibility and scope for a wide range of body types while a towing cross member and front tow hook are also standard. New AD 4x4 and AD 6x6 models have front parabolic leaf spring suspension with dampers and stabiliser bar and a rear 3-leaf parabolic suspension with stabiliser bar on the 4x4, and heavyduty cantilever suspension on the 6x6. The AD 6x4 and 8x4 also feature front parabolic suspension with dampener but with standard rear pneumatic suspension (8 bag) for these models. The heavy-duty Cantilever rear suspension is available as a factory option for the 6x4 and 8x4. In the new T-Way, superior off-road performance doesn’t come at the expense of safety. The range includes a host of active and passive safety features with AD 4x4 and 6x6 vehicles equipped with a full air/Electronic Braking System (EBS off road) with Drum
The New Zealand line-up of T-Way models includes 4x4, 6x4, 6x6, and 8x4 (pictured) versions.
68 | Truck & Driver
ABS and ASR (Anti-Skid Regulator) and Hill Holder, Daytime Running Lamps, LED headlamps (with cornering fog lights), transmission intarder and engine brake, and a tough ECE-R29.03 certified cab. The AD 6x4 and 8x4 variants offer the same safety benefits while opting for full disc brakes all round in lieu of drums, and including ESP (Electronic Stability Programme), Lane Departure Warning and an optional Tyre Pressure Warning System. Other benefits include a multi-piece steel front bumper (each component can be replaced individually if damaged) with foldable step and headlight protection grid. The newly designed cab has an aerodynamic design and provides excellent visibility, while specially designed and positioned new side mirrors are power adjustable and heated. The ergonomics of T-Way are a generational leap on the model it replaces. Features include a new 7-inch LCD HD touch screen Infotainment system with Apple CarPlay and Bluetooth connectivity, smart phone mirroring, voice recognition and in-built satellite navigation by TomTom. The unit is also reverse and side camera compatible. The array of features also includes twilight and rain sensors that automatically turn on the headlamps and windscreen wipers, and new integrated heating, ventilation, and air conditioning system with ‘Eco-mode’. A new leather wrap steering wheel with integrated controls has a flat-shaped bottom shape which provides extra leg room and further convenience is offered by push button start/stop. Standard seating for the driver is courtesy of air suspended, heated, fully adjustable high comfort seat, and a 3-way adjustable passenger seat. The new Iveco T-Way has a standard warranty of 2 Years / 500,000km / 4,000 engine hours.
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FEATURE
By Colin Smith
Fuelling a long career Dave Philip recently received an Ia Ara Aotearoa Transporting NZ recognition award for his 55 years of service to the industry. He’s pictured here with Murray Young and Simon Wareing (left) from NZ Express Transport and Transporting NZ interim CEO Dom Kalasih (right).
KAIAPOI’S DAVE PHILIP, WHO RECENTLY REACHED THE milestone of 55 years’ service in the road transport industry, got a head start in his driving career. The vast majority of Dave’s time behind the wheel has been on bulk fuel transport, working for Atlantic, Caltex, Shell, as an ownerdriver and with his Mt Maunganui based Philup Petroleum Haulage operation. “I started on grocery deliveries at Williams & Kettle driving an old Austin and I’d also do relief driving for them on fuel deliveries driving a petrol-powered TK Bedford,” says Dave. “Williams & Kettle had the contract for Atlantic Oils and we’d deliver the bulk and farm petroleum products.” In 1969, Dave was encouraged by his friend John Yanko to apply for a fuel tanker driver job with Caltex. “I didn’t think I would get it and I wasn’t sure about it, but John said `do as you’re told’. “I went for an interview with Roy Tattle, but I didn’t say anything to my fiancé [now wife Judith] because I was pretty sure I wouldn’t get the job. But the cat was out of the bag because Caltex ended up ringing his future mother-in-law for a reference. “She wouldn’t give me a reference because she considered it would a conflict of interest,” says Dave. Nevertheless Dave landed the Caltex job. “The next day Roy called me back for another meeting and told me `the job is yours’. “I told him I’d only just turned 20 and didn’t I need to be 21 or 25 or something? He told me `I’ll be the judge of that’.” It was a key moment in a long bulk fuel transport career. “I’ve worked out a few figures and I reckon that in 55 years of
driving an average of 22 days a month, I would have delivered about 400 million litres,” says Dave. “And I’ve done just short of five million kilometres. That’s a fair bit of driving around.” Dave was born in Timaru, went to school in Kaikoura and moved to Napier in the mid-1960s with his parents. Following the start with Williams & Kettle, Dave stayed with Caltex Oil for four years before deciding he would have a go at becoming a Traffic Officer for the Ministry of Transport. “I did the month of training to become a traffic cop but I decided it wasn’t really for me and I didn’t pursue it. It was the one month holiday I took from the industry,” he says. “Judith [the couple were now married] asked me what I was going to do next and I said there was a job going at Shell.” The Shell role was mainly farm deliveries. Dave was shown the runs by the leading farm driver and he continued in the role for five years before moving to Shell’s bulk trucks delivering LPG, motor spirits and furnace oil. “In the early years I really enjoyed driving out to places like Tikokino, Puketitri and the Napier-Taupo run. It was real challenge back then, nothing like it is today. “Every Wednesday I’d go up into the Kaingaroa Forest and refuel all of the bush crews working on the PanPac contract. Another place I loved going to was the Lochinver Station in the early days when the Stevenson family was developing it.” But it wasn’t all driving work. “If things were quiet and we weren’t driving we’d help out the storemen by cleaning and painting the drums. And we’d also help with the ship-to-shore transfers from the ships to the terminal. “There were a lot of changes back in those days. We went from Truck & Driver | 71
gallons to litres and from miles to kilometres. A lot of the rules that protected the rail and determined where you could go, and where you couldn’t, started to go away. “We started going up to Gisborne and that was another challenging drive which I really enjoyed doing. “Changing from gallons to litres was a big change. You had to make sure you didn’t overfill the tanks with a miscalculation. It’s fuel – it’s not like freight, you can’t just pick it up again,” Dave says. “People had a lot of trust in you. Back then the service stations were independently owned. You used to pick up cash to pay for a delivery and had to make sure the delivery was paid for. Sometimes you’d pick up a pile of petrol vouchers and you’d have to count them and make sure the corners hadn’t been cut off.” In 1981 Dave was approached by Shell to become their first ownerdriver in New Zealand. He accepted and started as an O/D in January
1982 when he purchased an International Eagle tractor unit and had it painted and sign written ready for the new venture. Dave also became a financial member of the NZ Road Transport Association at this time. In 1996 Dave was awarded another new contract with Shell in Mount Maunganui. This meant another two trucks – a CH Mack semi unit and a Mack Ultra Liner truck and trailer combination. On January 1 1997 Dave began the new contract with seven drivers working out of the Shell Mount Maunganui terminal. This covered the Bay of Plenty, Waikato and King Country areas. In 1999 Provincial were awarded the North Island contract by Shell NZ and by March 2000 all owner-driver contracts with Shell were subsequently ended. Dave’s was the last to end, making him Shell’s first and last owner-driver. Dave was asked by Shell in 1999 if he was interested in the South
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Island contract but Dave had a love for driving and was not interested in a large contract. Instead continued as a driver for Provincial on fuel tankers from 2000 to 2002. In 2002 Dave was employed by Kauriland Tanker Solutions in Mount Maunganui and worked there until 2006. In 2006 Alexander Petroleum Services – the South Island Shell contractor through Murray Young – offered Dave a position in Christchurch, which he accepted and moved south. Dave became the driver trainer for the Alexander Group which included the BOC cryogenics, Shell Bulk Fuels and LPG for Shell, and later Elgas. The transfer of the national Shell contract to Hooker Pacific from Alexanders meant Dave had a five years stint as their driver trainer before returning back to the Alexander Group where he worked another four years as Group Driver Trainer. Now 74, the most recent part of Dave’s career has seen him become a highly respected and well-known driver trainer and his knowledge and skills have helped develop many new drivers into the industry. “It’s been five or six years since I drove full time,” says Dave. “I really enjoy the training work. Back in the day some of the old drivers didn’t share much of their knowledge but I managed to extract a bit from them. It’s good to pass on that knowledge, rather than take it to your grave. “Today I do a bit of work for Murray Young at NZ Express [part of the Wareing Group]. “It’s just as they require me. It’s usually two or three days a week on driver training and compliance work.” Dave has owned and driven Kenworth, Mack, Scania and Freightliner trucks but rates another as his personal favourite. “I loved the [International] Eagles I had as an owner-driver,” he says. Dave says with a few exceptions he has enjoyed his 55 years in the transport industry. “People ask me why I did it so long? I just love the job and a lot of the people I met have become friends. The only downside was when you lost a colleague in a motor vehicle accident. “It’s definitely a people industry. I’ve had good clients and great bosses and the people you meet become good friends. “The old superintendents are the ones who really helped me in the early days. More recently Murray Young at NZ Express and John Alexander have been really good to me.” Murray Young says having Dave’s experience and coaching skills is extremely valuable to NZ Express. “Having dedicated over 55 years to the transport industry, Dave continues to contribute, and many drivers are fortunate to benefit from his qualities as a driver trainer and coach,” Murray says. “And his experience also proves valuable in ensuring compliance and extracting the best from the latest technology installed in the modern units.”
Above (from far left): The Shell tanker fleet at the Harding Rd depot in Napier in the 1970s... Shell drivers, reps, storemen and pumpmen at Napier in 1975 (Dave is in the back row, fourth from left)… Dave with the Kauriland Driver of the Year Award in 2002... Dave’s Mack Ultra Liner and CH at Mt Maunganui in 1996.
Below: Dave drove this CAT-powered Kenworth T 401 for Kauriland Tanker Solutions... 400hp Scania was the first 8x4 unit in the Shell fleet in 1995... Bedford and early Isuzu at the Turangi depot in the early 1970s. Dave did several stints as relief manager of the site which supplied the Ministry of Works crews building the Tokanuu and Rangipo power projects.
Truck & Driver | 73
FEATURE
A turnout of 50 trucks and cars saw Ashburton’s Smiles 4 Miles event make a successful return after a four-year break.
Story and Photos David Kinch
Canterbury smiles AFTER A FOUR-YEAR ABSENCE DUE TO COVID-19, THE SMILES 4 Miles event is back and better than ever in 2023. Held at the Ryal Bush Transport yard in Ashburton on Saturday August 12, a line-up of trucks and special cars started arriving early to await the arrival of their passengers for the day.
When the passengers and their families began arriving (some with special needs or from local community groups) they were greeted with the sight of a yard filled with gleaming trucks and cars. And the aroma of the barbeque had taste buds salivating and many jumped at the chance to grab an early lunch - cooked and
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served by the Rapid Relief crew who by the end of the day had served over 400 meals. At 11am the drivers moved their trucks out one at a time and parked alongside the two loading steps provided. Helpers then assisted the passengers into the trucks which had them smiling from ear to ear. The vehicles then made their way through the main street of Ashburton turning right onto Racecourse Road and then left onto the Methven Highway which took them back to the main street of
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It’s political... WHAT THE POLITICIANS THINK ABOUT TRUCKING THE NEW ZEALAND TRUCKING INDUSTRY FACES many challenges – many of them influenced by Government policy. Apart from the many problems currently created by the COVID-19 pandemic, there’s the ongoing driver shortage, the worsening state of the nation’s roading network and looming emissions reduction legislation… So, who among our political parties offers any 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. With the General Election looming in October, four of the main political parties have responded with their views on the transport industry this month.
THE TRUTH ABOUT POTHOLES AND ROAD MAINTENANCE FUNDING What’s the truth about road funding? And what’s behind the current pothole problem on our roads? By Hon David Parker, Minister of Transport AS A FORMER ROAD CONSTRUCTION worker who still holds heavy traffic licences, I know that road maintenance is not rocket science. Like everyone who uses our roads, I despair at the current pothole plague. The cause, primarily, is mother nature – but the problem is much worse than it should be, due to the wilful neglect of road maintenance that this Government inherited. During its nine years in office, National froze road maintenance funding, using the savings to help pay for its roads of national significance programme. By the end of their term, roads were resealed at less than half the rate they should have been. That causes potholes – water gets into cracks in the road, and as every
David Parker
truckie knows, potholes come next. The problem was compounded by cyclones and severe weather events in the central and upper North Island earlier this year. This caused more road damage, and it has also slowed repairs, as work could not go ahead as often as planned. On top of this, roading input costs such as labour, steel and bitumen have gone through the roof, and the situation hasn’t been helped by COVID-19 disruptions and loss of skilled workers. Record road maintenance funding This Government has turned things around. We have hugely increased the number of potholes filled, and we’re catching up on long-deferred resurfacing. The numbers speak for themselves. The
road maintenance budget is $2.8 billion for 2021-24 – that’s a 65 per cent increase on the $1.7 billion that National spent during 2015-18, when it was last in office. The Government has also funded transport-related cyclone relief. In July, we announced an extra $567 million for immediate works on state highways in Gisborne, Hawke’s Bay, Coromandel and Northland. That’s on top of the $525 million allocated immediately after the cyclone. By the time this column is published, the draft Government Policy Statement on Transport will be public. It will set out spending on road maintenance, new roads and public transport for the next three years. This Government should be judged on its properly funded roading promises. Truck & Driver | 77
It’s political...
INVESTING IN TRANSPORT FOR THE FUTURE By Simeon Brown, National Party Spokesman for Transport and Public Service. WHEN THE LAST NATIONAL Government announced it was starting the Roads of National Significance programme in 2009, a much-needed boost for New Zealand infrastructure was born. The now opened Waikato Expressway, Transmission Gully, and Puhoi to Warkworth motorways are just three of the many significant projects delivered under the successful programme. But fast forward to 2017 when Labour came into office, the programme was cancelled all together. That’s right – a key roading initiative that was delivering real results was cancelled for, and replaced by, projects including the failed Auckland Cycle Bridge and light rail. What we’ve seen in the last six years under Labour is an approach to infrastructure that is more about the headlines and less about delivery. National has a proven track record of delivering transport infrastructure projects, which has been rooted in our belief that projects delivered are much more important than projects announced. We know that transport infrastructure increases productivity, reduces travel times and improves safety. In July, Christopher Luxon, Chris Bishop, Nicola Willis and I announced National’s Transport for the Future policy. Transport for the Future is a bold and ambitious plan that will shape New Zealand’s transport infrastructure for years to come. With a focus on building new Roads of National Significance, enhancing public transport, and improving the resilience of our regions, Transport for the Future will address 78 | Truck & Driver
some of the pressing issues facing New Zealand’s transport network. One of the central pillars of our Transport for the Future plan is the construction of 13 new Roads of National Significance, built to alleviate congestion, improve connectivity, and drive economic growth. From Northland to Canterbury, these projects hold the potential to transform travel within and between regions. The most ambitious long-term project of Transport for the Future is our vision of a fourlane highway from Whangarei to Tauranga. This project will increase capacity on four state highways in the North Island, unlocking significant economic opportunities for motorists and businesses. However, National’s vision goes beyond just constructing new roads. It recognises the importance of a sustainable transport network that integrates low-emission transport options and better public transport. National’s plan to deliver a rapid transit network in Auckland, alongside transport corridors and busways, will address Auckland’s notorious traffic congestion and make commuting easier and faster for thousands of New Zealanders. Transport for the Future also places emphasis on housing and development in our regions, unlocking land for tens of thousands of new houses in major urban centres like Auckland, Hamilton, Tauranga, and Wellington. Following recent weather events, National understands we cannot overlook the challenges currently faced by our regions. Our plan to prioritise the rebuild of cycloneaffected regions shows our commitment to
Simeon Brown improving resilience in our transport network and supporting communities in times of crisis. Financing such an ambitious plan will require new and innovative financing tools, and unlike Labour, National will not shy away from utilising these tools including increased use of tolling and value capture charges to ensure that those who benefit from land unlocked by new roads are contributing towards the cost of the infrastructure. By combining reallocated funds from the National Land Transport Fund (NLTF), additional government investment, and innovative new funding tools, National will deliver these key transport infrastructure projects. To do this, we will transition the NLTF from a three-year investment horizon to ten years, providing more certainty and long-term planning for infrastructure development around the country. National will also scrap transport projects that have failed to deliver for New Zealanders, including Labour’s $29.2 billion light rail phantom project in Auckland and Let’s Get Wellington Moving, which has only delivered a single set of traffic lights. National understands how important transport infrastructure is for motorists and businesses. For far too long, transport infrastructure has been put on the back burner, and our transport network is suffering as a result. National has a plan to deliver the infrastructure New Zealand needs for our future and we look forward to delivering on our plan if we have the privilege of being elected in October.
It’s political...
CLIMATE MUST BE THE TOP PRIORITY By Julie Anne Genter, Green Party of Aotearoa New Zealand spokesperson of transport. WHILE POTHOLES ARE A PROBLEM for our road network, they represent a drop in the ocean compared to climate change and the tidal wave of disruption it could bring lef t unchecked. We need look no fur ther than Europe’s heatwave last year, which resulted in absolute chaos ensuing across the continent’s various transpor t networks, to see what climate change could mean for Aotearoa. During this period of searing heat, airpor t runways in England par tially melted, trains were also made to travel at slower speeds out of fears the steel tracks could buckle under the scorching conditions. Speed restrictions were placed on Germany’s Saxony-Anhalt autobahn af ter the highway deteriorated under the heat, three lanes of the Berlin ring road were also shut when the surface began melting. Things are only getting worse, July this year, the hottest month on record, saw thousands of tourists flee wildfires on the Greek Island of Rhodes. A Chinese township also recorded temperatures as high as 52.2degC, breaking the national record. Par ts of South America are also sweltering under a fierce heatwave – in the middle of their winter. To put this into the context of what this could mean for transpor t, a 2017
study found that by 2080, heat waves would be responsible for about 92% of total hazard damage across Europe’s transpor t network. Going for ward, road maintenance will obviously be impor tant in ensuring the efficiency and safety of our transpor t network. However, repairing our roads whilst failing to reduce our emissions will only enhance our vulnerability to the kind of conditions that have ravaged the nor thern hemisphere and its infrastructure. Climate change is already having an impact on our roads. During my time as Associate Minister of Transpor t, the Government increased its 2018-21 state highway maintenance budget by $214 million in order to combat severe weather events, many of which were fuelled by climate change. This goes against the picture members of ACT and the National Par ty are tr ying to paint. Of ten implying that road maintenance has decreased since National fell out of Government in 2017, which is far from the truth. The current State Highway budget is $2.8 billion for the period from 2021 to 2024, a 65% increase on the $1.7 billion spent between 2015 and 2018, which was for the majority during the administration of the previous National Government. Fur ther to this, the 60,989 potholes Waka Kotahi repaired
Julie Anne Genter in the 2022 to 2023 period was an almost 500% increase on the 12,739 repairs the National led Government made in 2014. Under National, the maintenance budget was frozen in order to fund the construction of several urban highways that will only contribute to increasing our emissions, congestion and need to increase our maintenance budget. Instead of building more roads that will induce traffic and hold us back from meeting our climate targets, we need to prioritise investment into public transpor t, rail and infrastructure that encourages active modes. This will take more cars off the road, reducing congestion, emissions and the pressure on our roading network and its constant need for repair. We need to maintain the state of our roads to ensure safe and smooth passage of passengers and freight. However, we also need climate action, other wise we face falling into a scenario where we are constantly needing to rebuild and repair roads as we endure one in 100-year weather events year upon year. Voters have a choice this election between a status quo that will eventually deliver us to climate collapse or change that can ensure a liveable future for current and coming generations. Truck & Driver | 79
It’s political...
ROADING A KEY ELECTION ISSUE Simon Court
By Simon Court, ACT Party spokesperson on transport
ROADS HAVE BECOME A KEY ISSUE FOR Kiwis voting in this election. We are seeing the results of six years of lecturing from Labour, Greens and even Waka Kotahi about “Mode Shift” and “Behaviour Change”. The ‘Mode Shift’ people are now thinking about is to a centre-right government in October. People are sick of being lectured about climate change and driving less from wellmeaning but hopeless politicians. At the recent Tarmac conference in Wellington, I heard from delegates who work on the road in all weather conditions – they are sick of filling potholes. Pothole repairs are simply a band aid over a much bigger problem. They want real change in the way roads are designed, constructed, and maintained. The road transport industry knows what the problem is – there has been a massive drop off in roading renewals over the past decade, and as result the road and highway assets have fallen to bits. Waka Kotahi and councils have scrimped on rebuilding the network at the minimum 2% per annum and now motorists and truckies are paying the price. Worse, there has been little appreciation of the growth in our major cities and regions leading to much greater traffic congestion. Labour has no money left for roads after the $100 billion dollar COVID borrow-andspend spree. National announced a wish80 | Truck & Driver
list for roads that should have been built already when they were in Government, but missed out a few needed to support growth in the regions. It’s one thing to say you want more roads. It’s another thing to pay for them. ACT has a clear framework for commissioning, funding and financing roads with locals getting a say. ACT is proposing to introduce a worldclass toll roading system. It will use private sector financing and expertise to get new roads built faster and to maintain existing roads quicker and more effectively. Overseas, countries like Ireland have successfully made extensive use of tolling. ACT would: • Plan infrastructure over 30 years with a central-local partnership for each region, identifying all the roads that locals would like built • Identify the roads that central Government can realistically afford to build and when • Go to the market and invite private investors locally and overseas to build, operate, toll and give back the roads that Government cannot afford so they get done now. For example, Penlink is a very valuable asset to the people of Whangaparaoa, only just being built now. It could have been built and paid for thirty years ago if this policy existed back then. There are
projects all over New Zealand that could be built sooner under this model. ACT’s approach will give communities a choice when the Government cannot afford to build a road. Invite the world to make an offer to build it now, or wait for the Government to do it the traditional way. New Zealand’s existing toll roads have exceeded expectations – decreasing distance and drive times and creating much improved safety outcomes. The Northern Gateway has saved 1.23 million hours of travel time annually, and prior to the Tauranga Eastern Link there were 1.8 fatalities each year, compared to only 0.17 now. New Zealand can’t afford not to have more infrastructure like this. ACT is giving voters real change. Political parties have been announcing big and ambitious transport projects since forever, delivering them is another story. Rarely do they happen on time, many projects sit in limbo for decades and enter the cycle of being cancelled and reannounced repeatedly as the Government changes from Blue to Red and back again. ACT is proposing to fix the broken system that makes it so difficult to actually deliver these projects. ACT is ambitious for New Zealand, we aspire towards a modern, thriving economy with world class infrastructure. With ACT’s policies the next ACT/National government can achieve that.
National Road Carriers
Having roading as an election issue is a bad sign Justin Tighe-Umbers, CEO, National Road Carriers Association Justin Tighe-Umbers
I
N MANY WAYS HAVING ROAD TRANSPORT FRONT AND CENTRE of the election is exactly where we don’t want to be. The reason roading is an election issue is because the network is failing, and everyone has had enough. NRC members have been pointing this out over the last 30 years until they were blue in the face. Finally, now the deterioration is impossible to hide, and everyone else has caught up. In that sense we’re happy politicians are vying to make the most appealing promises to improve roads. NRC has worked hard to get roading in the headlines, and, more importantly, on political party policy manifestos. Politicians are now responding, because they know the public’s patience has run out. But we would much rather not be here. Transport operators just want it fixed, and out of the election cycle. There are reasons to be optimistic. National and ACT have released strong transport policies, focussed on roading. We expect other parties that want to be credible will follow suit. So what are the politicians promising? National’s $24 billion Transport for the Future policy centres on 13 roads of national significance, key resilience works including upgrading Napier to Taupo and Napier to Gisborne, and a Brynderwyn bypass. The South Island will see upgraded infrastructure in Ashburton, Queenstown, Otago and Southland. National says these roads will unlock productivity and efficiency. National says its plan will cut congestion, provide more low emission transport options and create a more productive and resilient transport network that drives economic growth to boost incomes and unlock land for thousands of houses. It plans to fund its policy through a combination of reallocated funds from within the National Land Transport Programme, new government investment and private funding. ACT would use public-private partnerships and toll roads to bring accountability and revenue to a 30-year plan, supercharging development and maintenance. It proposes to introduce a world-class toll roading system with private sector financing and expertise to get new roads built faster and to
maintain existing roads quicker and more effectively. New Zealanders will have a choice: make use of new toll roads much sooner or wait for tax-funded roads to be delivered later or never. Labour has announced an eye-watering $45 billion plan to build three Auckland Harbour tunnels – two for vehicles and one for light rail – although at the time of writing was yet to publish its full transport policy, so we must look at its track record as an indicator of what it would do if re-elected. In its most recent Budget, the Labour Government set aside $275 million for Waka Kotahi and local councils to repair roads and $200 million to repair the damaged rail network. Labour cut fuel excise by 25c a litre, reduced road user charges and introduced half price public transport, to provide relief for Kiwis as the war in Ukraine drove up fuel prices globally. The Government’s Clean Car Discount more than tripled the number of new electric vehicles being sold each month and it also funded more public EV chargers around the country. Labour has invested in rail to help connect our regions and take more trucks off the roads and its road safety upgrades are expected to prevent up to 160 deaths and serious injuries a year. The Green Party’s transport policy mainly focuses on decarbonisation through better public transport, e-vehicles and greater reliance on rail and coastal shipping. Te Pāti Māori has no visible transport policy on its website while New Zealand First is focused on building an integrated transport system and improving regional connectivity. Voters are looking for credible policies from the political parties. One of the key questions is how much promised projects will cost and how they will be funded. National Road Carriers engages with the transport spokespeople of the main political parties to advocate for the industry. Whichever parties come to power, we will hold them to account on behalf of the industry for the election promises they have made. Clearly there is a broad-spectrum of policy solutions on offer. No matter which political stripes the Minister of Transport is wearing postelection, they will face the same challenge. Over 93% of our goods are delivered by road, so getting roading right will be non-negotiable. Truck & Driver | 81
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Shacman New Zealand Limited Distributor for SHACMAN Truck
264 Roscommon Road, Wiri, Auckland 2104
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TD33386
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Shacman New Zealand
Bert Williamson is driving the new Williamson Trucking Scania G 540 XT doing agricultural and aggregate work in the Bay of Plenty. The G 540 B6x4HZ has a new Fotheringhame steel bin tipper with removable sides which converts to flat deck configuration. The 540hp Euro 6 DC13 13-litre engine is paired with an Opticruise GRSO905R 12-speed AMT with 3500 retarder and RB735 hub reduction rear end. A straight front axle, spring suspension front and rear and disc brakes with ABS/EBS are fitted. Extras include Durabright alloys, CTI, toolboxes, and beacon. Wrapped Signs in Tauriko did the signwriting.
TD33386
Truck sales still strong NEW TRUCK REGISTRATIONS HAVE STARTED THE second half of the year following the same trends of the first six months, with the market still on track to achieve record numbers. With 3,544 registrations year-to-date ( Jan-July), the market is 331 units ahead of the same period last year. July 2023 monthly registrations of 496 are also up on the previous best June (2022) monthly figure of 486 registrations. The YTD tally of 877 trailer registrations is down 13.7% on the 2018 year-to-date record of 1017 trailers but is 75 units ahead of the same period last year as the market continues to show steady growth. July’s overall truck market (4.5-tonne GVM and above) sees Fuso regaining the market lead with 84 registrations – taking its YTD total to 727. Isuzu (YTD 714/July 70) is now second for the year and well ahead of Hino (459/61). Scania (352/49) remains in fourth position while Volvo (186/36) moves just ahead of UD (185/29). Iveco (182/52), DAF (151/26) and Mercedes-Benz (129/23) all retain their positions month-on-month while a strong July sees Kenworth (98/22) edging ahead of Foton (95/7) to claim the tenth position. The 3.5-4.5t crossover segment continues to be strong. Fiat (140/35) remains dominant while Iveco’s highest monthly sales total (87/47) lifts it to second position ahead of Mercedes-Benz (75/28), Ford (68/14), Volkswagen (35/4), and Ram (33/4).
Zealand Limited
In the 4.5-7.5t category, Fuso (378/40) continues to extend its lead YTD, ahead of Isuzu (213/20) and Iveco (105/33). Hino (79/12), Foton (41/3) and Hyundai (39/7) are next in the rankings. Isuzu (320/33) is building its lead in the 7.5-15t segment ahead of Fuso (126/16), moving into second position just ahead of Hino (125/14). Foton (54/4), Iveco (19/2) and Hyundai (18/3) all retain their places. In the 15-20.5t segment, Hino (56/8) continues to lead from UD (31/3), Fuso (25/2) and Isuzu (20/0). With no new July registrations in the ever-shrinking 20.5-23t segment, the rankings are unchanged with Hino (15/0) leading YTD, followed by Fuso (2/0) and Isuzu (2/0). In the premium 23t-maximum GVM division, Scania (336/48) stands firm as the market leader, building its margin over Fuso (196/26). Hino (184/27), Volvo (180/36), Isuzu (159/17), UD (149/25), DAF (143/26), Kenworth (98/22) Mercedes-Benz (98/22) and MAN (55/7) all continue to hold position to round out the top 10. In the new trailer market Fruehauf (105/15) remains the clear leader YTD while Patchell (92/17) heads the July registration numbers. Transport Trailers (64/11) retains third position ahead of Domett (62/14) who move ahead of Roadmaster (60/9) into fourth position. TMC (56/9) retains sixth place ahead of MTE (56/9), Transfleet (26/2), Freighter (23/0) and Fairfax (22/3) to round out the top 10. Truck & Driver | 83
Fuso moves back to number one 4501kg-max GVM Brand FUSO ISUZU HINO SCANIA VOLVO UD IVECO DAF MERCEDES-BENZ KENWORTH FOTON MAN HYUNDAI MACK VOLKSWAGEN WESTERN STAR SINOTRUK INTERNATIONAL FREIGHTLINER FIAT SHACMAN OTHER Total
Vol 727 714 459 352 186 185 182 151 129 98 95 66 58 30 30 14 12 12 8 5 4 27 3544
2023
% 20.5 20.1 13.0 9.9 5.2 5.2 5.1 4.3 3.6 2.8 2.7 1.9 1.6 0.8 0.8 0.4 0.3 0.3 0.2 0.1 0.1 0.8 100
Vol 84 70 61 49 36 29 52 26 23 22 7 8 10 0 3 4 0 5 1 0 0 6 496
3501-4500kg GVM Brand FIAT IVECO MERCEDES-BENZ FORD VOLKSWAGEN RAM CHEVROLET RENAULT LDV PEUGEOT Total
Vol 140 87 75 68 35 33 17 10 9 1 475
2023
% 29.5 18.3 15.8 14.3 7.4 6.9 3.6 2.1 1.9 0.2 100
Vol 35 47 28 14 4 4 0 1 0 0 133
4501-7500kg GVM Brand FUSO ISUZU IVECO HINO FOTON HYUNDAI VOLSWAGEN MERCEDES-BENZ FIAT OTHER Total 84 | Truck & Driver
Vol 378 213 105 79 41 39 30 24 5 26 940
2023
% 40.2 22.7 11.2 8.4 4.4 4.1 3.2 2.6 0.5 2.8 100.0
Vol 40 20 33 12 3 7 3 2 0 6 126
July
July
July
% 16.9 14.1 12.3 9.9 7.3 5.8 10.5 5.2 4.6 4.4 1.4 1.6 2.0 0.0 0.6 0.8 0.0 1.0 0.2 0.0 0.0 1.2 100
% 26.3 35.3 21.1 10.5 3.0 3.0 0.0 0.8 0.0 0.0 100
% 31.7 15.9 26.2 9.5 2.4 5.6 2.4 1.6 0.0 4.8 100
23,001kg-max GVM
Steve and Jo Curin, owners of Curin Contractors based in Cambridge have taken delivery of a new Kenworth K200 tipper unit. The 6x4 2.3m flat roof sleeper is powered by a 600.615hp Cummins X15 producing 2050 ft lb of torque. An 18-speed Eaton RTLO 20918 Road Ranger drives to Meritor 46-160 axles with full X-locks. Exterior features include twin 350-litre fuel tanks, matching twin tool boxes, frame mounted dual stainless air cleaners, dual vertical exhausts, flashing roof lights, locally manufactured stainless sun visor, illuminated side skirt Kenworth trim, and stainless infill panels behind steps. The cab features twin sleeper doors, a woodgrain 4-spoke steering wheel, fridge and leather seats. Transport Trailers built the tipper unit and 5-axle trailer.
7501-15,000kg GVM Brand ISUZU FUSO HINO FOTON IVECO HYUNDAI MERCEDES-BENZ VOLVO MAN UD TRUCKS DAF OTHER Total
Vol 320 126 125 54 19 18 6 5 5 5 2 1 686
2023
% 46.6 18.4 18.2 7.9 2.8 2.6 0.9 0.7 0.7 0.7 0.3 0.1 100
Vol 33 16 14 4 2 3 1 0 1 1 0 0 75
15,001-20,500kg GVM Brand HINO UD FUSO ISUZU SCANIA MERCEDES-BENZ IVECO MAN DAF Total
Vol 56 31 25 20 16 10 9 6 5 178
2023
% 31.5 17.4 14.0 11.2 9.0 5.6 5.1 3.4 2.8 100
Vol 8 3 2 0 1 2 3 0 0 19
20,501-23,000kg GVM Brand HINO FUSO ISUZU VOLVO DAF Total
Vol 15 2 2 1 1 21
2023
% 71.4 9.5 9.5 4.8 4.8 100
Vol 0 0 0 0 0 0
July
July
July
% 44.0 21.3 18.7 5.3 2.7 4.0 1.3 0.0 1.3 1.3 0.0 0.0 100
% 42.1 15.8 10.5 0.0 5.3 10.5 15.8 0.0 0.0 100
% 0.0 0.0 0.0 0.0 0.0 100
Brand SCANIA FUSO HINO VOLVO ISUZU UD DAF KENWORTH MERCEDES-BENZ MAN IVECO MACK WESTERN STAR SINOTRUK INTERNATIONAL FREIGHTLINER HYUNDAI SHACMAN Total
Vol 336 196 184 180 159 149 143 98 89 55 49 30 14 12 12 8 1 1 1716
2023
% 19.6 11.4 10.7 10.5 9.3 8.7 8.3 5.7 5.2 3.2 2.9 1.7 0.8 0.7 0.7 0.5 0.1 0.1 100.0
Vol 48 26 27 36 17 25 26 22 18 7 14 0 4 0 5 1 0 0 276
Trailers Vol Brand FRUEHAUF 105 PATCHELL 92 TRANSPORT TRAILERS 64 62 DOMETT ROADMASTER 60 56 TMC M.T.E. 41 TRANSFLEET 26 FREIGHTER 23 22 FAIRFAX TES 21 JACKSON 20 16 JAKO TIDD 16 CWS 16 HAMMAR 16 JAKO 16 KRAFT 12 12 TANKER MTC EQUIPMENT 11 11 MILLS-TUI LUSK 9 STEELBRO 9 MJ CUSTOMS 8 SEC 7 PTE 7 KOROMIKO 6 6 ADAMS & CURRIE LOWES 6 MAKARANUI 5 MD ENGINEERING 5 EVANS 5 LOHR 4 WARREN 4 MAXICUBE 4 4 TEO LANGENDORF LOWBED 4 4 WARREN LILLEY 3 59 OTHER Total 877
2023
% 12.0 10.5 7.3 7.1 6.8 6.4 4.7 3.0 2.6 2.5 2.4 2.3 1.8 1.8 1.8 1.8 1.8 1.4 1.4 1.3 1.3 1.0 1.0 0.9 0.8 0.8 0.7 0.7 0.7 0.6 0.6 0.6 0.5 0.5 0.5 0.5 0.5 0.5 0.3 6.7 100
Vol 15 17 11 14 9 9 4 2 0 3 3 3 0 1 1 3 0 1 3 1 2 0 2 0 0 0 1 1 2 0 0 0 0 0 0 1 0 0 0 14 123
July
July
% 17.4 9.4 9.8 13.0 6.2 9.1 9.4 8.0 6.5 2.5 5.1 0.0 1.4 0.0 1.8 0.4 0.0 0.0 100.0
% 12.2 13.8 8.9 11.4 7.3 7.3 3.3 1.6 0.0 2.4 2.4 2.4 0.0 0.8 0.8 2.4 0.0 0.8 2.4 0.8 1.6 0.0 1.6 0.0 0.0 0.0 0.8 0.8 1.6 0.0 0.0 0.0 0.0 0.0 0.0 0.8 0.0 0.0 0.0 11.4 100
Michael Butler’s Spraylink operation in Cambridge has a new MAN spray and liquid fertiliser unit. Sold by Mitch James of Penske Tauranga, the MAN TGM 18.320 4x4 is powered by a 320hp D0836M engine with a ZF 9-speed transmission. The VP-09 driven front axle and hub reduction rear axle both ride on parabolic springs. The drum brakes have BrakeMatic fitted. The TGM has TRS rims with 425 front and rear tyres and 11R inner tyres. Darrell Haworth at Waipa Engineering built the spray body and Wraptrade Cambridge completed the signage.
Another new International has joined the Blue Diamond Haulage fleet in Christchurch. The RH T8A2 8x4 tractor unit is built for asphalt work around the South Island hauling a 2-axle Trout River stainless walking floor trailer. Power is provided by a Cummins X-15 with 615hp and 2050 ft lb of torque driving to an Eaton Roadranger 20E318B MXP Ultra Shift transmission and Meritor 46-160 axles. Extras include a Lonestar drop visor, twin vertical exhausts, Premium Plus trim, alloy bumper, Cobra shifter and ECAS second steer axle.
A new Scania S 770 B8x4NA livestock truck for Karl and Trish Adam of Jack Turner 2001 Ltd (Taumarunui) is named Heavy Judy 2 as a homage to all the past drivers of Jack Turner Ltd. The 16-litre DC16 developing 770hp is paired up with the Scania Opticruise GRSO926R 12-speed AMT with 4100D retarder and Scania 735 hub reduction rear axles. Leaf spring suspension is fitted at the front with rear air suspension featuring built-in scales. Disc brakes are equipped with ABS, ESP and EBS and CTI is fitted. The Highline cab features microwave, coffee machine, fridge, and V8 leather trim and the exterior has a drop visor, custom tanks plus stainless work and toolboxes made by Jacksons. A new Jackson livestock deck is fitted with a refurbished Total crate and the 5-axle trailer is a Jackson refurb with Total crate. The cab and chassis paint was done by Spray N Bake Otorohanga with signs by Tony Walton in Feilding. Truck & Driver | 85
The latest DAF added to the Te Aroha-based fleet of long-time Paccar customer Waitoa Haulage is an XF 530 8x4 livestock truck and trailer unit. The high spec unit features a 530hp Paccar MX-13 with intarder, Traxon 16-speed AMT, Durabright rims with Michelin tyres, LED light bar and has been named The Roaming Duke. The cab incudes a refrigerator, heated driver’s seat, night heater and scales. Driver Zane Oldfield has moved from a 2012 DAF XF to drive the new unit equipped with Jackson Enterprises deck and 5-axle trailer with Nationwide stock crates. Truck Signs completed the signage.
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• Ma ind Aggregate and forest roading work in the Hawke’s Bay region are the roles for a new Scania P 450 XT in the Brian Stanaway Roading fleet. A Euro 5 DC13 with 450hp powers the P 450 B6x4HZ fitted with a new Bison bin and 4-axle Mills Tui trailer. A 12-speed Opticruise GRSO905R AMT with 3500 retarder drives to an RB735 hub reduction rear end and the P 450 has spring suspension front and rear, and drum brakes with ABS/EBS. A beacon, CTI and tool boxes are fitted and the Scania has factory cab and chassis paint with wraps and graphics by Van at Wilsigns in Napier. 86 | Truck & Driver
Dave `Wilky’ Wilkinson’s Rockgas Cambridge fleet has a new Iveco Daily for LPG cylinder delivery work. The 7.2t (GVM) Daily 70C 210 is powered by a 210hp engine with 8-speed automatic transmission, rear air suspension and limited slip diff. The Iveco Safety Package is fitted along with a hydraulic driver’s seat providing easy access for driver Eoin Lineham when making town deliveries. The Daily has a 4.1m wheelbase with a body built to Wilky’s specs by Piako Engineering in Morrinsville and fitted with a Palfinger tail lift.
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BOP Oil Supplies Caltex Oil Distributor 19 Old Taupo Rd,Rotorua PH:07 349 2090 Email: ronnie@bopoil.co.nz Parts & Services Ltd 1 Miro St, Taupo PH: 07 378 2673 Jacks Machinery Ltd Main Highway, Whakatane PH: 07 308 7299 Caltex Opotiki Cnr King & St Johns St, Opotiki PH: 07 315 6298
Delo® 400 SLK with ISOSYN® Advanced Technology
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Delo® 400 SLK with innovative ISOSYN® Advanced Technology is here. Delivering industry leading durability, reliability and efficiency. It works in synergy with the changing conditions in your engine to maximise protection, optimise performance and extend oil life.
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Mike and Taylor Swan from Southland’s Kings Rural Transport have chosen a Mercedes-Benz Arocs 4x4 as the first new truck for their recently founded company. Tristan Duffell from Cable Price in Invercargill sold the new fert spreader which has a 400hp OM471 engine and 16-speed manual transmission for working in the rolling countryside of Western Southland. The Mercedes-Benz is fitted with a McMaster Engineering twin spinner and stainless V bin with blower for the steepest terrain.
Driver Daya Bala will soon notch up 30 years of service with Schick Civil Construction and the milestone has been marked early with Daya taking the wheel of a new Western Star 4864FX tipper unit. The 6x4 Day Cab with Transport & General 4.9m alloy bin and short 5-axle trailer is carting sand, topsoil, and aggregate for Waikato projects. A 600hp Cummins X15 powers the Western Star which has an Eaton Fuller RTLO22918B transmission, Meritor RT46-160GP rear axles with Airliner suspension, 4.30:1 final drive ratio, drum brakes with Wabco 4S/4M ABS, and Alcoa Dura-bright alloys. Truck & Driver | 89
Brook Nettleton of Te Poi’s Bluegrass Contracting has taken delivery of its second MAN fertiliser spreader which will go the work around the Waikato region. The MAN TGM 18.320 4x4 Day Cab with 320hp and 1250Nm of torque is equipped with a 9-speed ZF transmission, VP-09 driven front axle and HP1333 hub reduction rear axle. Drum brakes include MAN BrakeMatic system, TRS supplied offroad wheels and tyres, CTI tyre inflation and custom made cab side skirts. The new TGM has a Paul Hoyle spreader unit with graphics by Tonz Signs & Graphics in Matamata.
A new Scania P 450 B6x4HZ XT fitted with EMS Hardox tipper brings a change of roles for Tony Pye Cartage Contractors of Hawke’s Bay. After 20-plus years in the forestry sector, Tony Pye has entered the tipper segment, contracted to ACM. The P 450 runs a Euro 5 DC13 with 450hp, Opticruise GRSO905R 12-speed AMT with 3500 retarder, RB735 hub reduction rear end, spring suspension front and rear, and drum brakes with ABS/EBS. A drop visor, CTI, beacon, and toolboxes are fitted, and the signage is by Caulfield Signs, Rotorua. 90 | Truck & Driver
Karew Cartage based at Karaka has a new DAF FAT CF530 6x4. Andrew Pithie is the owner and driver of the new tipper unit fitted with a new T&G alloy body and towing a lightly used 4-axle alloy trailer. The truck will move soil and aggregate in the Auckland region. The Euro 6 530hp Paccar MX-13 is matched on a 16-speed Traxon transmission and the SR1360T rear axles ride on a 4-bag ECAS suspension. Disc brakes feature EBS with stability control and Hill Start Assist
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NEW ZEALANDS ONLY LICENSED DISTRIBUTOR LOOKING FOR THE SAFEST AND BEST SEAT FOR YOUR TRUCK? MAKE SURE THAT IT’S AN ISRI FROM GEEMAC TRADING. Geemac Trading (NZ) Limitedhas been the only official Isringhausen (ISRI) distributor in New Zealand since 1995. ISRI are renowned as the best drivers seat in the world and are OEM in the majority of vehicles out of Europe, America and Asia. Including but not limited to - Kenworth, DAF/Foden, Isuzu, Mercedes, Mack, MAN, Hino, Freightliner and a large portion of off highway machinery brands. We carry the full range of ISRI seats for all vehicles, including OEM replacements, as well as any ISRI spare parts needed to get your vehicle back on the road safely.
GET IN TOUCH TODAY! BUYER CHECKLIST HAS THIS ISRI SEAT COME FROM GEEMAC TRADING?
6860/880 NTS
6860/875 NTS PRO
IF CONVERTING, IS THERE AN ISRI BRACKET CERTIFIED FOR YOUR SPECIFIC VEHICLE? IF SEAT IS A DIRECT OEM REPLACEMENT, WHAT IS THE SEATS’ PART NUMBER? DOES IT MATCH THE ORIGINAL OEM SPEC SHEET. AFTER THE DRIVER, THE SEAT IS THE MOST IMPORTANT PIECE OF EQUIPMENT IN THE VEHICLE... BUY QUALITY AND LONG LASTING, RATHER THAN CHEAP ALTERNATIVES.
OFFICIAL ISRINGHAUSEN DISTRIBUTOR
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N Offering: ❏ Heavy Commercial Vehicle Collision Repairs ❏ Sandblasting ❏ Fiberglass Repairs ❏ Plastic Welding ❏ Automotive Refinishing ❏ Industrial Painting & Protective Coatings ❏ Rust Repairs for COF ❏ Windscreen Replacement
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Waitara • Rotorua • Tauranga (2 sites) • Wellington
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Email: estimates@brokersnz.co.nz | Ph: 0800 45 88 45
Truck & Driver | 95
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sales@hoisthydraulics.net
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WHEN YOU NEED A REPLACEMENT HOIST it pays to ring Hoist Hydraulics
Hamilton:
116 Colombo St, Frankton, Ph: (07) 847 9343
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WAIKATO
This eleventh book in the “Truck and Truckers” series centres on the Waikato region. A large number of these companies have long gone, but the impressive fleets they operated will long be remembered.
My thanks to the families, Marty Greaves and Ben Uncles for the help with photos and information.
LIMITED EDITION
For just $65-00 plus $10 postage For your copy contact: Postage: Gavin Abbot, 34 Elliott Street, Opotiki 3122 Or email: clamyhen@xtra.co.nz 96 | Truck & Driver
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Interesing to note the early electric trucks operated by the NZ Dairy Co at Waitoa and now 100 years later the elctric trucks are again making an appearance. As this prime farm and agricultural land was developed it was the trucking industry that helped with this and then took the product to market. The manufacturing industries also made the plant and transport products to keep it local.
WE’RE HIRING!! • Heavy Diesel Mechanics – Wanaka, Dunedin,
Visit our website at www.trlnz.co.nz or apply at careers@transportrepairs.co.nz
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Gore, Invercargill and Christchurch • Parts Manager – Dunedin • Service Manager – Cromwell