NZ Truck & Driver February 2024

NZ TRUCK & DRIVER

| February 2024

February 2024 $10.90 incl. GST

FLEET FOCUS

BIG TEST One Big Dog | FLEET FOCUS A Community Commitment | FEATURE A Case Study in Compliance

A Community Commitment

FEATURE A Case Study in Compliance

Issue 275

e n o one g o g d o g i d b g i b one g o d big

The Official Magazine of

ISSN 1174-7935

CONTENTS Issue 275 – February 2024

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News The latest from the world of road transport including a continuing delay to the introduction of Mobile Roller Brake Testing units… Mystery Creek gears up for the massive Kenworth 100 Years celebration…

Improvements to State Highway 1 in the Waikato…

The launch of a free driver’s logbook app… A renewed push by China’s JAC Motors and New Year leadership changes at Penske and Iveco.

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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.

90

H2 To The Fore in `24

COLUMNS 87 National Road Carriers Association James Smith renews the NRC call for a long-term planning approach to key roading infrastructure projects which isn’t compromised by the threeyearly political cycle.

The use of hydrogen as an energy source for transport is a hot topic. We take a look at some of the big industry names now exploring hydrogen fuel cell and internal combustion research programmes.

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History in the making After 15 years and four volumes the From Low Gear to Overdrive series which traces the history of Taumarunui’s transport industry is now complete.

Teletrac Navman Fleet Focus

CrediFlex Recently Registered Full analysis of New Zealand’s 2023 new truck and trailer registration data and our monthly gallery of new rigs on the road.

A Case Study In Compliance When McCarthy Transport ran into some RUC Compliance issues it worked alongside Waka Kotahi NZTA to put more robust processes in place.

Transporting New Zealand Interim Chief Executive Dom Kalasih looks back on the ups and downs of 2023 and outlines where the association will focus its efforts in 2024.

44

Time in Motion: From an early age Wayne Williams developed a keen sense for efficient time management. It’s one of the attributes he’s applied during a 40-year career in the road transport industry.

Giti Tyres Big Test One Big Dog: We spend a day in the Heavy Haulage world with the latest Mack Titan. The 685-horsepower bulldog is working on the big jobs for PTS Logistics, and we discover some important refinement and driveability improvements over its predecessor.

41

FEATURES: 60 Southpac Trucks Legends

NZ Heavy Haulage Association Chief Executive Jonathan Bhana-Thompson provides an overview of VDAM regulations and key compliance requirements.

A Community Commitment: Tinwald freight firm Wilson Bulk Transport has a unique history. It may no longer operate as a charitable trust, but the MidCanterbury rural community remains at the centre of the company’s multi-faceted operation.

MANAGEMENT

ADMINISTRATION MANAGER

Publisher

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

Trudy Woolston

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Victor Georgiades 021 925 600 victor@trucker.co.nz

Trudy Woolston Phone

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EDITORIAL Editor

Colin Smith 021 510319 colin@trucker.co.nz

Associate Editor

Brian Cowan

CONTRIBUTORS

Brian Cowan Olivia Beauchamp Gerald Shacklock David Kinch Joseph Romanos

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

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

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www.nztruckanddriver.co.nz Truck & Driver | 1

NEWS The plan was for the Mobile Roller Brake Test machines to be carried in trailers and towed by utes.

Mobile brake testing still delayed THE NEW MOBILE ROLLER BRAKE TEST UNITS FOR the Police Commercial Vehicle Safety Team still haven’t been put into service, almost two years down the road from a media launch event in February 2022.

The new MRBT machines, billed as a key component of the previous government’s “Road to Zero” road safety campaign, were designed to be moved around the country by CVST team members in specially designed trailers towed by utes.

New Zealand Truck & Driver attended the 2022 launch and reported on the non-deployment of the machines in the December 2022-January 2023 magazine. At that time police confirmed the five completed units were in storage at the CVST base in Stanley St, Auckland with the sixth still to be completed.

We checked again for any progress at the end of last year and received the following reply via the Police media team.

“Testing and development continues on the new Mobile Roller Brake Testing units,” says Inspector Mike Brooklands, National Manager, Commercial Vehicle Safety Team.

The MRBT machines are designed to be deployed in 20 minutes by two CVST staff.

2 | Truck & Driver

“There’s no set timeframe for completing the testing, Police are working to ensure the new technology is fit-for-purpose before it’s deployed in a mobile operational setting.

“Police operate in a high integrity environment and want to ensure that all aspects are covered in relation to Health and Safety prior to deployment in a mobile operational setting, including appropriate driver training for transportation of these trailers.

“Police remains committed to improving road safety and reducing the risk of a serious injury or death on our roads, including as a result of a heavy vehicle brake failure.”

That reply was out of context with the late-2022 response when another Police spokesperson said the delay was the result of a defect they had detected in the design of the trailers that were to transport the MRBT machines.

We then asked if the trailer issue had been resolved and received a followup statement saying: “Resolving safety issues with the trailer remains a focus before the Mobile Roller Brake Testing units can be deployed in a mobile operational setting.”

Police planned to have six of the MRBT units deployed regionally around the country during 2022 to carry out random checking of heavy vehicle braking systems nationwide. The mobile units were to supplement the permanent roadside facilities in the Bay of Plenty and in North Canterbury.

CVST had placed a priority of increased brake testing after identifying a 67% failure rate for vehicles tested at its Paengaroa site in the Bay of Plenty between 2018 and 2021.

The CVST opened tenders for the supply of six new machines in 2020.

The tender requirement was for a roadside brake tester that had the capacity to test fully laden vehicles. It needed to be in a self-contained trailer with a generator and an overall weight around 3000kg.

Police selected the BM Autoteknik BM20200 system from Denmark capable of testing cars, vans, four-wheel-drives and heavy vehicles to a COF-B standard.

Another requirement was for the MRBT system to be set up using just two people and be ready for operation within 15 to 20 minutes of arrival at a site.

NEWS

Kenworth 100 reaches 881 entries

An estimated 125 Kenworths delivered in the past 12 months will provide the modern element of the KW100 spectacular.

REGISTRATIONS HAVE CLOSED FOR THE MASSIVE Kenworth 100 celebration in early February – with an epic 881 Kenworth trucks set to attend.

Drivers are coming from all over New Zealand for the worldwide 100 Years of Kenworth trucks celebration. Set to take place at Mystery Creek Events Centre near Hamilton from February 1-3, the event will be a local transport industry record-breaker for all the right reasons.

As a privately hosted event, KW100, is unique. Southpac Trucks have made a large investment so that loyal Kenworth owners, drivers, and enthusiasts can be part of the celebrations in some way.

Gates will open to registered trucks at noon on Thursday February 1, when the first of the 881 trucks start to arrive. Parking will continue until 10pm, and restart at 10am on Friday. By the time the gates close to parking at midnight on Friday, the stage will be set for the public to arrive Saturday morning.

Those who are handy with a calculator will have figured out this equates to 90 seconds to park each registered truck. Luckily, the team at Southpac

Trucks have pulled together large-scale parking operations in the past, so they know all the tricks for producing a stunning visual lineup in a short space of time.

The registration database shows that there is one of every Kenworth model ever sold in New Zealand set to attend KW100. Among them are some notable highlights; three 1964 models, including the first two 848s for New Zealand Forest Products, together with the locally famous Concorde originally on the road for Mike Lambert Ltd. A special feature of the show will be the 265 new trucks that have gone on the roads in the past five years – and 125 of these have been registered in the past 12 months. More than an amazing look, the number of new trucks on display tells the story of how Kenworth trucks have continued to evolve with the customers.

Members of the public planning to attend the Public Open Day on Saturday February 3 from 10:30am to 4:30pm are encouraged to keep an eye on the Southpac Trucks social media for official event updates as well as fantastic pictures and information as the show begins to take shape.

Truck & Driver | 3

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NEWS The Work Ready Isuzu N Series

Isuzu and Scania among the 2023 winners VARYING ANALYSIS TECHNIQUES ALLOW SEVERAL commercial vehicle brands to celebrate New Zealand sales success with the new truck market achieving record volumes in 2023.

Notably Isuzu Trucks New Zealand has returned to the top spot on the sales charts (new trucks with a GVM above 3500kg), with year-end data confirming it outsold all competitors to regain the Number One position for 2023.

Isuzu enjoyed a run of 21 years of truck market leadership in New Zealand before Fuso claimed top spot in 2021 and 2022.

“It’s been a challenging few years, especially with COVID disruptions and significant pressure on the supply chain, but 2023 has proven to be a turning point as we have been able to focus on delivering the best possible transport solutions to our customers,” says Dave Ballantyne, General Manager of Isuzu Trucks New Zealand.

“As a brand, we would like to thank the customers who have supported Isuzu Trucks and dealers through this time, the dealers for their hard work and also the strong support we get from Isuzu Japan.”

In a truck market that showed a 3.27% increase over the previous record year in 2022, Isuzu Trucks New Zealand performed ahead of market trends with 8.7% growth year-on-year.

“Isuzu is renowned for offering a wide portfolio of fit-for-purpose trucks that are used in many applications ranging from supermarket home delivery vehicles, construction and rural use through to freight haulage,” says Mr Ballantyne.

“The 2023 result is credit to the quality of our product and the outstanding efforts of our dealer partners.”

Among the contributors to Isuzu’s market success was the launch of a new ‘Ready to Work’ range of N Series Trucks.

Scania New Zealand meanwhile is celebrating a fourth consecutive year as number one in market the heavy truck category. Scania’s definition for a heavy truck is above 16 tonnes GVM, a categorisation that incorporates all Scania models sold in New Zealand.

Scania reports 653 registrations in 2023, up 21.8% on its 2022 results. It accounts for a market share of 20% in the 16t-plus category.

Deon Stephens, Scania New Zealand Director of Sales says achieving this result in just the companies fifth anniversary of operation in New Zealand is extremely satisfying.

Isuzu Trucks NZ General Manager, Dave Ballantyne.

“We want to thank and acknowledge all our Scania customers who made 2023 such a successful year for us. Capping off the year first in market share once again in this premiere and very competitive segment is a fantastic result,” says Stephens.

“We are incredibly grateful for every customer that chooses Scania, as well as for the consistently hard work our team constantly puts in from Scania New Zealand.”

Even though Scania only sells and supplies trucks over 16,000kg, the company also still ranked among the top 5 brands in New Zealand for volume of all new trucks and buses sold over 3500kg last year.

The full New Zealand Truck & Driver analysis of the 2023 truck market – based on the categories used by the magazine Scania NZ Sales Director for 24 years – appears on page 90 of this Deon Stephens. month’s issue.

Truck & Driver | 5

NEWS The electric version of the JAC N Series light truck is available in 6.0, 7.5 and 9.0 tonne GVM models.

JAC reveals New Zealand plans IT’S THE SECOND TIME UP TO BAT IN THE NEW Zealand market for China’s JAC Motors marque with the launch of its N Series light truck range offering both diesel and battery electric powertrains.

The new distributor is trading as JAC Motors New Zealand and is backed by NZ Automotive Limited (NZAL). The new company is a subsidiary of Colonial Motor Company which is also the majority shareholder in Southpac Trucks.

The first JAC models to go on sale in New Zealand from early 2024 will be the N60ev, N75ev and N90ev electric models and the Cummins powered N60 and N90 diesel models.

The badging reflects the 6.0t, 7.5t and 9.0t GVM ratings for the EV models in three wheelbase choices. A 107kWh battery pack provides what is described as having a 200km `real world’ driving range when loaded.

On the conventional diesel side of the model range there are 160hp

6 | Truck & Driver

2.9-litre Cummins powered models in two wheelbase options and 170hp 4.0-litre Cummins versions in three wheelbase options. Six-speed manual and Allison automatic transmissions are available.

The initial launch sees the appointment of two sales dealerships, a mobile national fleet team, and a nationwide parts and service network.

JAC Motors was established in 1964 and currently employs 33,000 staff operating across 130 countries. Today they are one of the leading commercial vehicle brands in China, selling passenger and commercial vehicles to over 100 countries worldwide.

In China the JAC Motors model line-up also includes multiple passenger car and SUV models, utes, vans, buses and a heavy truck model with Cummins engine and ZF transmission components.

Local testing for the EV models was completed late last year and the Kiwi team behind JAC have spent a lot of time ensuring that the truck models are fit to support New Zealand businesses.

The EV truck has been successfully reaching a fully loaded real-world city range of 200kmin local conditions.

“We know the ranges completed through testing don’t always stack up in the real world, especially when it comes to trucks with so many variables like a box body and carrying heavy loads,” says JAC NZ General Manager Andrew Craw.

“Our team have been driving the trucks around the city fully loaded and we still haven’t managed to drain the battery in one day yet.”

The first JAC trucks were imported to New Zealand in 2011 by Sydneybased WMC Automotive.

The initial offering was the HFC truck range and sales volume reached a high of 27 units the following year. Each following year saw numbers in the single digits and only three JAC trucks have been registered in New Zealand since 2020.

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NEWS

Log Ninja founder Bodhi Vette has created a simple and free alternative to paper logbooks.

Free app makes logbooks easy A NEW, FREE PHONE APP FOR TRUCKERS TO EASILY log their driving hours will remove the need for old paper logbooks, still used by an estimated 90% of truck drivers in New Zealand.

Log Ninja founder Bodhi Vette says automating logbooks is an essential step towards safer roads.

“When I drove buses, I found all that paperwork created a massive administrative burden, on top of driving long hours,” Vette says.

“There’s the stress of recording your hours properly so you’ll be paid what you’re owed, and then as drivers you also need to ensure you’re taking regular breaks as required by law.”

Log Ninja automatically reminds drivers when they’re approaching a mandated rest break, reducing worry about compliance with the rules.

Vette says there is a real cost and burden to staying compliant.

“Our market research found that the cost to buy these digital tools is a barrier for drivers. If all drivers were using the existing digital logbooks, it would cost the industry approximately $24 million dollars every year.

“Even those using the approved paper-based version still pay between $10 and $18 for the 50-page triplicate logs, which require physical transfer and storage for a minimum of two years.

“We’re removing that barrier by making Log Ninja free to every driver in New Zealand.”

Vette says some drivers still prefer paper logs because of the autonomy and simplicity it affords.

“We want drivers to be able to make the switch to digital easily, so Log

Ninja is usable by any driver with a smartphone and keeps logging data under their control.”

Dan Burt has been driving trucks and buses for 12 years and has just started using Log Ninja. He says the biggest barriers to going digital have been the cost, and unfamiliarity with the new systems.

“I’ve tried other digital logbooks and quickly gone off them. I found them difficult to use, and making edits was very time consuming. It wasn’t worth paying more over the paper version.

“So, to have a free option which is modelled on the paper logs is a lifesaver.

“Everything is familiar, and Log Ninja works even without cell reception.

Now if I get a late call-up to work, I just grab my wallet and phone and I’m good to go.”

Vette says Log Ninja is also the first NZTA-approved logbook that allows truckers to build a portfolio of experience by recording hours for different kinds of driving disciplines.

“When a driver starts logging, they’ll be able to choose from 92 different types of driving across five license classes – from B-train truck and trailers to tractors and taxis.

Log Ninja aims to have 30,000 commercial drivers using the logbook in its first month, says Mr Vette.

“Every sign-up will make a driver’s life easier, their record keeping more meaningful, and New Zealand roads safer.”

Log Ninja is approved by Waka Kotahi NZ Transport Agency and can be downloaded free on the App Store and Google Play.

Truck & Driver | 9

NEWS

Roundabout underway at Piarere The new roundabout at the intersection of SH1 and SH29 has been designed to allow for connection with a future expressway between Cambridge and Piarere.

CONSTRUCTION HAS STARTED ON THE EAGERLY anticipated new roundabout at the intersection of State Highway 1 and State Highway 29 at Piarere, between Cambridge and Tirau.

The project is being carried out by Downer NZ and Mark Woodward, Downer Infrastructure Delivery Regional Manager says it will provide improved safety, reliability, and enhanced connectivity on this high-volume traffic route.

With an average of 20,000 vehicles traveling through this intersection daily, it’s a vital link between Auckland, Waikato and the Bay of Plenty, and onto the central and lower North Island.

“The community and road users have been calling for improvements at this intersection and we are pleased to be nearer to delivering this. This upgrade will be welcomed by many,” says Jo Wilton, NZ Transport Agency Waka Kotahi Regional Manager Infrastructure Delivery for Waikato and Bay of Plenty.

Ms Wilton says a roundabout is the best option at the Piarere junction for a number of reasons.

“A roundabout will prevent deaths and serious injuries. They are a proven solution that save lives and reduce the risk of serious crashes. It will improve the traffic flow with 2-lanes and has been designed to allow for connection with a future expressway between Cambridge and Piarere,” says Ms Wilton.

The Piarere roundabout project is not the only significant safety improvement programme currently taking place on SH1 between Karāpiro and Piarere.

Work continues on a section of SH1 between Keeley’s Reserve and Moana Roa Road in preparation of median barrier being installed.

The main construction work involves 1.5km of shoulder widening, temporary barrier installation, earthworks and pavement construction, followed by surfacing, lighting and permanent barrier installation.

During the majority of construction, the slow lane of the southbound passing lane between Keeley’s Reserve and Moana Roa Road will be closed and the work site will be under a temporary speed limit of 50kph. Access in and out of Kentucky Road will remain open.

Construction is expected to be finished late June 2024.

Further north, NZTA contractors are preparing to start the construction of turnaround bays at Tunakawa Road and Gorton Road later this month. Work is scheduled to begin at Gorton Road on Monday January 22, followed by Tunakawa Road approximately five weeks later.

These turnaround bays are expected to be in place by mid-April, after which installation of the flexible median barrier from Tunakawa Road to Fergusson Gully Road can begin.

The turnarounds and median safety barriers will make this stretch of SH1 much safer, reducing the risk of head-on crashes.

Ms Wilton says that with so much activity along this stretch of SH1, people should factor in more travel time, however delays are expected to be minimal.

Leadership change at Iveco ANZ IVECO HAS APPOINTED GLEN DYER TO LEAD ITS Australia and New Zealand operations, replacing Michael May who moves to a new Iveco Group role in Italy.

Dyer joined Iveco Australia in early 2021 as Head of Sales and Product

Glen Dyer 10 | Truck & Driver

and had previously held executive positions for another prominent commercial vehicle manufacturer, working both in Australia and the UK. During his time with Iveco, he has helped Iveco ANZ navigate the challenges of COVID and realign internal sales and support structures. He played a role in guiding the Iveco ANZ product line-up, most notably the Daily range and the more recently launched heavy-duty S-Way. Dyer assumes the position vacated by Michael May, who has relocated to Italy to oversee the new Iveco ‘GATE’ company, dedicated to sustainable commercial transport.

‘GATE’ (Green and Advanced Transport Ecosystem) is an all-inclusive pay-per-use formula for long-term rental of ‘green’ commercial vehicles.

Dyer says Iveco has gone through a profound transformation in recent years.

“We’re looking to grow this momentum further by leveraging our expertise in alternative fuels and propulsion systems, and autonomous vehicle technologies, while making sure we continue to get the fundamentals such as service, parts and other aftersales functions right for customers,” Dyer says.

NEWS

Peterbilt plants celebrates 750,000 trucks milestone

Truck number 750,000 from Peterbilt’s Denton plant is a Model 579 for TMC Transportation.

A LATE-2023 MILESTONE FOR THE PETERBILT BR AND saw the 750,000th truck roll off the assembly line at the Denton, Texas manufacturing facility.

The Denton plant opened in 1980 and the milestone truck is a Model 579 which has gone to work in the fleet of TMC Transportation based in Des Moines, Iowa.

TMC is the largest privately owned flatbed carrier in the US and operates a 100% Peterbilt fleet with a distinctive black and chrome livery.

“Peterbilt and our world class employees are proud to present TMC with the 750,000th truck built at our Denton factory,” says Jason Skoog, Peterbilt general manager and PACCAR vice president.

“We recognise the importance of providing products tailored to meet our customer’s unique specifications with the highest levels of quality and craftsmanship and delivering this Model 579 to TMC for their allPeterbilt fleet is a special recognition of our multi-decade partnership,” The Peterbilt Model 579 is known for its technological advancements, distinctive styling along with optimal driver comfort, aerodynamics, and fuel efficiency.

“TMC demands excellence when it comes to our equipment. Peterbilt trucks are meticulously specified for high performance and driver comfort to meet that demand,” says Jason Webb, TMC Transportation executive vice president, asset management.

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NEWS

Eight rounds to decide Euro title THE GOODYEAR FIA EUROPEAN Truck Racing Championship will retain an eight round calendar and visit eight countries in 2024.

The premier international truck racing series was won for the fifth time by Hungarian driver Nobert Kiss in 2023 driving an MAN fielded by Revesz Racing.

The same eight tracks will decide this year’s title with the only major change being a much earlier date for the Belgian round at Zolder.

The championship begins at the Misano circuit in Italy on May 25-26 and then heads to the Slovakia Ring for the second round over the June 8-9 weekend.

Zolder now hosts round three on June 2223 with the German round at the Nurburgring on July 13-14 to complete the first half of the calendar before a seven week mid-summer break.

The action resumes at Most in the Czech Republic on the August 31-September 1 weekend before the series makes its second appearance at Poznan in Poland on Sept 14-15.

It’s a busy final run to decide the title with the French round on the Le Mans Bugatti circuit on

Sept 28-29 and the final at Jarama in Spain the following weekend (October 5-6).

Each round comprises four races making up a 32-race championship across six months.

European champion Norbert Kiss (left) on his way to his fifth title last year.

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NEWS

Low emissions transport on show Attendees at TruckShowX will have a chance to drive the Hyzon fuel cell electric waste compactor truck.

AUSTRALIA’S FIRST EXPO WITH A FOCUS ON LOW- AND zero-emissions transport is being held near Melbourne on May 14-15.

TruckShowX is billed as a spin-off of the hugely successful Brisbane Truck Show and the two-day event will feature keynote presentations from global leaders in low- and zero-emissions vehicle (LZEV) adoption, supported by practical case studies of local operators leading the decarbonisation effort.

The venue is the RACV Cape Schanck Resort on Victoria’s Mornington Peninsula.

Complementing the presentations will be an expo showcasing the latest low- and zero-emissions vehicles and related technologies and, uniquely, a drive day opportunity to get behind the wheel of the latest LZEVs. Over the two days attendees will hear exclusive insights from early adopters involved in real-world implementations of battery-electric, hydrogen and renewable diesel vehicles, including supporting infrastructure, training and skills, and service and maintenance requirements.

Among the confirmed presenters is Hyzon Motors, presenting a case study that explores the commercial deployment duty cycle of a hydrogen fuel cell waste compactor vehicle currently operating in Australia with Remondis Australia, one of the world’s largest recycling, service, and water companies.

Launched into service in late October, the waste collection truck is servicing the Wollongong and Shellharbour municipalities. Hyzon will offer TruckShowX attendees the opportunity to drive one of its hydrogen fuel cell trucks.

Revora plans to offer TruckShowX attendees the opportunity to drive its zero-emissions refrigerated trucks.

The company was launched last year as an offshoot of refrigerated transport specialist Eurocold. The Revora zero-emissions refrigerated rental fleet is assembled in Brisbane by Australian technicians.

Further details and early-bird registration info is at the website www. truckshowx.com.au

Leadership change at Penske NZ PENSKE NEW ZEALAND HAS made a leadership change in its New Zealand business with the appointment of Brian Wilson as general manager.

Wilson joined the Penske New Zealand business in early 2023 as general manager of operations, and his expanded role oversees all New Zealand branch operations as well as leading the Western Star Trucks, MAN Truck Brian Wilson

14 | Truck & Driver

& Bus, and Dennis Eagle truck sales business.

In recent years, having opened brand-new facilities in Christchurch and Tauranga, the Penske New Zealand business is seeing solid success, particularly in energy solutions, rail, marine, on-highway, and parts and service. This will be further boosted as the new MAN truck generation supply into the country ramps up and as the new Western Star X-Series arrives.

“After almost a year of overseeing the New Zealand operations, I am excited to expand my area of responsibility as general manager for Penske New Zealand overall,” says Brian.

“Our national team of on- and off-highway experts across our branch network are focused on delivering bespoke and innovative solutions to customers.

“From the new MAN truck generation and the pending Western Star X-Series – for which we are already taking orders – to the energy solutions, defence, mining, rail, marine, agricultural, construction, and oil and gas

markets, our pipeline is very healthy.”

Hamish Christie-Johnston, managing director of Penske Australia & New Zealand, says Wilson’s strong leadership has positively impacted the New Zealand operations.

“A seasoned leader, Brian’s stamp on the New Zealand business over the last several months has been noticeable,” said Hamish.

“He has a great understanding of our branch operations locally and the broader business in Australia, enabling him to drive our strategic priorities, ultimately improving the customer experience.

“Brian will also be focused on attracting and developing local staff as we continue to grow the overall Penske business on both sides of the Tasman.

“On behalf of the business, I’d like to thank Brent Warner, previously the New Zealand country manager, for over a decade of service to Penske and wish him well in his new endeavour.”

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NEWS

Hyzon reports 19 FCEV deployments HYDROGEN PIONEER HYZON Motors reports it deployed 19 of its hydrogen fuel cell trucks across three continents during 2023.

In its 2023 business update the hydrogen fuel cell technology manufacturer and global supplier of zero-emission heavy-duty fuel cell electric vehicles (FCEVs) says achieved significant commercial and operational milestones last year.

“We deployed 19 FCEVs over three continents, including our first U.S. deliveries, and advanced our industry-leading, single-stack 200kW fuel cell technology from B- to C-sample development,” says Hyzon CEO Parker Meeks.

“Paired with continued advancement of U.S. and international government investment in the hydrogen ecosystem, we expect significant achievements in 2024, including Start of Production (SOP) for our 200kW fuel cell system, delivering the first 200kW FCEVs into trial, and advancing our fuel cell vehicle product offering.”

Of the 19 vehicles deployed in 2023, five are operating in the U.S. to both drayage and large fleet customers, three in Europe, and 11 in Australia.

The vehicles deployed include the industry’s first publicly-announced sale and delivery of a heavy-duty fuel cell electric truck in the U.S. Delivery to the drayage customer, operating out of the Port of Los Angeles and Long Beach, marks the company’s entry into the U.S. drayage market, which Hyzon expects to be a significant longterm growth driver.

Hyzon also advanced the commercialisation of its industry-leading, single stack 200kW fuel cell system (FCS) by completing the manufacturing and factory acceptance testing, full design verification and significant durability testing of 25 200kW FCS B-samples, meeting its operational milestones for the second half of 2023.

The standard industry approach to reach approximately 200kW of fuel cell power typically combines two 100kW fuel cell systems. Hyzon’s single stack 200kW fuel cell system is 30% lower

in weight and volume, and is estimated to be 25% lower in total fuel cell system cost compared to two of its 110kW fuel cell systems combined.

Hyzon now begins its 200kW FCS C-sample development phase, progressing along the standard automotive product development methodology.

In Hyzon’s C-sample phase, FCSs are built with production tooling to meet all technical requirements. This precedes pre-production and SOP, which is scheduled in the second half of 2024.

Testing will continue on Hyzon’s 200kW single stack hydrogen fuel cell during 2024.

Daimler restructures down under A NEW MANAGEMENT STRUCTURE WILL BRING brands closer together under the Daimler Truck Australia Pacific umbrella.

The regional arm of Daimler Truck is now arranged as a fully integrated brand-agnostic structure, with no division along the brand lines of Mercedes-Benz Trucks, Freightliner and Fuso.

Many of the key leadership positions remain unchanged, including President and CEO, Daniel Whitehead, but there is no longer Vice Presidents for each brand.

Instead, former Mercedes-Benz Trucks Australia Pacific Vice President, Andrew Assimo, is now the Daimler Truck Australia Pacific Vice President, Sales and Marketing, covering all three brands.

Likewise, Freightliner Australia Pacific’s former Vice President, Stephen Downes, is now the Vice President, Service, Product, Vehicle Processing Centre (VPC) and Elite Support.

Alex Müller, who served in the role of Fuso Truck and Bus Australia Vice President, has taken on a Special Projects role for the company.

Fuso continues as a separate entity in New Zealand, where it is managed

by Keith Andrews Trucks (KAT), which works closely with Daimler Trucks Australia Pacific.

Daimler Truck Australia Pacific says the new structure, which mirrors the framework adopted in key parts of the Daimler Truck world, will lead to a better experience for its customers.

“The new Daimler Truck Australia Pacific structure takes into

account feedback from our customers and dealers and addresses brand fragmentation, allowing us to better serve our customers with one face,” says Mr Whitehead.

“It’s the best-practice model of the Daimler Truck organisation globally and it is also the way that most of our leading dealerships are structured, so we are confident our customers will really benefit from the change.”

This year Daimler Truck Australia Pacific plans to introduce the groundbreaking new-generation electric Fuso eCanter and Mercedes-Benz eActros truck models.

Mercedes-Benz, Freightliner and Fuso brands are now operating under a new Daimler Truck Australia Pacific management structure.

Truck & Driver | 17

NEWS

The two new large inter-island ferries planned by KiwiRail, pictured in this mock-up, will no longer be built.

New Government moving fast THE NEW COALITION GOVERNMENT HAS MOVED quickly on two key transport issues since taking power at the end of 2023.

It has announced a new direction for upgrading the Interislander ferry service and will begin introducing road user charges (RUC) for electric and plug-in hybrid vehicles from April 1 this year.

KiwiRail’s Inter-Island Resilient Connection (iReX) project dominated the pre-Christmas news headlines with the Government deciding it would not provide further funding to the project – which already experienced a substantial cost blowout with KiwiRail making a request for a further $1.47 billion in funding.

Among the sound bites referring to `Ferraris and Toyota Corollas’ the core of the issue is the government wants a more cost-effective solution to upgrading the inter-island fleet, in particular one that doesn’t have the high shore-side costs related to the significantly larger new ferries that had been planned for a 2025 and 2026 introduction.

To move forward with the project an expert advisory group is being established to provide the coalition Government with independent advice and assurance on KiwiRail’s inter-island ferry service.

“The group will help to ensure that there are robust plans in place to support safe, resilient and reliable services in the coming years. The establishment of the group also recognises that the Crown has interests that may be wider than KiwiRail’s commercial interests,” says Finance Minister Nicola Willis.

KiwiRail’s plan to replace three ageing ferries with two, larger purposebuilt ferries is being reviewed. The additional $1.47 billion funding request would have pushed the cost of a project (initially costed at about $775 million) to about $3 billion.

“Just 21% of the $3 billion of the cost of the proposed was associated with the core project of replacing KiwiRail’s ferries,” Willis says.

In addition to establishing a Ministerial Advisory Group, the Government 18 | Truck & Driver

has also asked the Ministry of Transport to lead an assessment of the longterm requirements for a resilient connection across Cook Strait to connect people and enable freight. The assessment will be supported by the Treasury.

In mid-January Transport Minister Simeon Brown announced the exemption from road user charges (RUC) for owners of light electric vehicles (EVs) and plug-in hybrids will end from 1 April.

Petrol tax and distance-based RUC are paid by road users to contribute to the costs of maintaining the roads, but EVs and plug-in hybrids have been exempted from RUC. Transitioning EVs and plug-in hybrids to RUC is the first step in delivering on the coalition commitment to bring all vehicles into the RUC system.

“This transition to RUC is about fairness and equity. It will ensure that all road users are contributing to the upkeep and maintenance of our roads, irrespective of the type of vehicle they choose to drive,” says Simeon Brown.

“The previous National Government exempted EVs from paying RUC to encourage their uptake. This exemption was always intended to end when EVs hit around two per cent of the light vehicle fleet and we’re now at that point.

“With the increasing uptake of EVs and plug-in hybrids being brought into the RUC system, this means that these vehicles will now be contributing towards the maintenance and upkeep of our roading system like all other road users and will support the Government’s priority of building and maintaining our roading network.”

Owners of light EVs and plug-in hybrids will need to buy a RUC licence from 1 April. There will be a two-month transition period to allow time for people to get registered in the RUC system without being penalised for unpaid RUC. The key point for commercial vehicle operators with electric vehicles (with a GVM above 3.5 tonnes) is the RUC exemption will continue until December 31 2025.

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Iveco is already working with Plus on autonomous trials in Europe.

Australia set for autonomous trials IVECO AUSTRALIA IS PROVIDING TWO OF ITS LATEST generation S-Way models for an autonomous truck trial early in 2024.

Leading toll road operator, Transurban, and Silicon Valley-based autonomous driving software company Plus will explore how the Iveco S-Way trucks integrated with Plus’s Level 4 autonomous driving technology combined with smart road infrastructure, could help make trucking safer, more efficient, and more sustainable in Australia.

The partnership builds on Iveco’s partnership with Plus to develop highly automated trucking solutions for Europe. The two S-Way AS 550 prime movers are being factory fitted with Plus’s latest autonomous driving technologies and integrated with smart motorway infrastructure to enhance the perception and awareness capabilities of the autonomous trucks. The trucks will have capacity to carry up to 43 tonnes.

With road freight projected to grow steadily in the coming decades, selfdriving trucks operating during off-peak periods have the potential to transform the freight industry by moving more goods, more quickly, and more sustainably.

It is anticipated that this will also deliver positive economic and social outcomes for consumers, motorists and governments by reducing congestion and improving road safety.

Transurban is a leading global operator of smart motorways across Australia and North America, and this partnership leverages the benefits of smart road infrastructure and operations to complement truck technologies being developed by Iveco and Plus.

The Plus software uses advanced generative AI, machine learning, computer vision, and other state-of-the-art algorithms to empower vehicles with superhuman awareness and control.

Equipped with advanced lidar (light detection and ranging), radar and camera sensors, Plus’s autonomous driving software can detect and precisely track objects, predict their movement, and then safely manoeuvre the vehicle.

Additional features and capabilities are continuously added to the system through over-the-air updates.

The software builds on the new generation S-Way’s suite of standard driver aids including Advanced Emergency Braking System, Adaptive Cruise Control and Lane Departure Warning System.

The parties are seeking to understand the long-term opportunities for autonomous trucking to move freight, and the broad benefits this may deliver for transportation and our cities, which may include reduced congestion, improved road safety and traffic flow, and the more efficient and sustainable movement of freight.

In commenting on the project, Head of Iveco ANZ, Michael May, says the company is excited to be the commercial vehicle partner for the groundbreaking activity.

“Iveco has a long history of innovation and has been at the forefront of the commercial vehicle industry for many years, particularly where new technologies and sustainability are concerned,” says May. “Based in Melbourne, the Iveco Customer Innovation Centre is very excited to begin this collaborative project and support the next steps in creating sustainable and efficient ecosystems of freight movement. To be partnering with industry leaders like Transurban and Plus on this project is certainly exciting and we look forward to playing a role in contributing to the evolution of the road transport industry on its search for greater efficiency, safety and sustainability.”

On-road pilot testing activity is expected to begin in early 2024.

Truck & Driver | 21

NEWS Testing of the Range RA-01 powered trailer suggests fuel savings above 30% are achievable.

Powered trailers improve efficiency A CALIFORNIAN COMPANY DEVELOPING POWERED trailers for the commercial trucking market says the technology can achieve significant fuel efficiency gains.

Range Energy, based in Mountain View, California recently announced preliminary third party testing results showing its technology enables up to 36.3% fuel consumption gains for semi-trucks.

Testing was conducted on a 40km urban/highway loop at approximately 26.7 tonnes GVW and 96kph top speeds across multiple scenarios including stop/go and steady-speed portions.

The fuel economy testing was conducted by Mesilla Valley Transportation Solutions (MVTS), a company that provides breakthrough testing and design and development services for the trucking industry. The results demonstrate meaningful progress towards rapidly reducing the emissions of the commercial trucking sector as well as helping fleet operators meet emerging emissions reductions targets and bring down their cost-per-mile regardless of their duty cycle.

“Achieving 36.3 percent efficiency improvements proves to the trucking industry how important and overlooked trailers are to enhancing efficiency

and lowering emissions for our industry. Range is the first electrification platform to actually prove this level of efficiency benefit, and we anticipate these numbers will only improve as we begin testing with production quality parts versus prototype components,” says Ali Javidan, CEO and Founder, Range Energy.

The Range RA-01 powered trailer has an electric motor/generator integrated with one of its axles and a battery pack below the trailer load deck. It effectively works as a trailer-mounted hybrid system, providing drive assistance to the trailer when required and regenerative braking under deceleration.

“We were impressed with the Range trailer. Whether a fleet wants to reduce fuel usage or increase BEV range, this system provides unique opportunities over a traditional trailer – and by a large amount when considering it achieved 36.3% fuel savings,” says Daryl Bear, COO, MVT Solutions.

“Our drivers also liked the Range trailer; reporting it pulled easier and felt lighter.”

Range Energy will continue testing its powered trailers in 2024 and plans to deliver the first units to customers in 2025.

Is California ready for EVs? A NEW ANALYSIS DOCUMENT PUBLISHED IN LATE2023 by the Washington, DC-based American Transportation Research Institute takes a close look at the state of California’s readiness for full vehicle electrification.

The research expands on ATRI’s 2022 report, Charging Infrastructure Challenges for the U.S. Electric Vehicle Fleet, by providing a more granular analysis of the challenges in one state as it encourages the widespread deployment of electric vehicles.

Following a similar methodology as ATRI’s national analysis, this statewide analysis focuses on grid sufficiency for powering all vehicles, the cost of electricity, the challenges in sourcing materials for batteries, and the expected increase in supply chain costs as the trucking industry experiences significantly increased vehicle costs.

The research has a number of key findings including a conclusion that California’s top-3 power generators face an uncertain future, further widening the gap between power generation and demand for electricity.

22 | Truck & Driver

With potential demand increases and supply constraints it also highlights that Californians already pay the second highest average rate for electricity at 22.33c per kWh, compared to the national average of 12.36c per kWh. The report also looks at the cargo-carrying ability of electric trucks and concludes Californians will see an increase in the number of trucks on the road as the result of electrification.

Heavy batteries will reduce the cargo-carrying capacity in each truck to the extent ATRI estimates for every 1,000 trucks currently on the road, an additional 343 trucks will be needed – due to battery weight – to carry the same amount of freight.

ATRI is the US trucking industry’s not-for-profit research organisation.

It is engaged in critical research relating to freight transportation’s essential role in maintaining a safe, secure and efficient transportation system.

The California analysis, Is California Ready for an Electric Vehicle Future?, along with the full Infrastructure Challenges report, is available from www.truckingresearch.org

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1BGDOG heading north on the Desert Road with the 46-tonne Sumitomo digger in tow.

WHEN THERE ARE REALLY BIG JOBS TO DO it’s not a bad idea to call in a big dog to get them done. Or in this case 1BGDOG. The Mack Titan with the 685hp variant of the 16.1-litre MP10 six-cylinder ranks as the most powerful conventional (bonneted) truck available in the New Zealand market. The Queensland-built Titan is just as well suited to Kiwi heavy haul and over-dimension tasks as it is to a prime mover role across the Tasman.

Palmerston North-based PTS Logistics have become one of the major operators in the heavy haul sector and in late-2023 it added this new Titan to its fleet.

Driven by Mike `Big Boy’ Haycock, the 685hp Titan named and registered as 1BGDOG went to work in late-November. It’s an addition to the PTS line-up with its predecessor moving to take on expanding work for the company around the South Island.

For this month’s New Zealand Truck & Driver Big Test we joined Mike and the new Titan for their first 80-tonne heavy assignment together.

The 6x4 Titan is teamed with a `two rows of eight’ dolly and a widening `three rows of eight’ low loader trailer carrying a Sumitomo SH450 HD digger.

The digger has been loaded in Whanganui and is being delivered to the Port of Tauranga where it will be shipped out to Fiji. We catch up with Mike and the Titan – along with PTS pilots Joe Howland and Phoebe Jones – at Waiouru and complete a northbound trip to the Kaimai summit where Mike has a short wait for the 6pm curfew on over-size movements in the city.

The new Titan has been on the road for a couple of weeks with 3400km on the odometer and this job is the biggest it’s done to date

at close to 80 tonnes.

“The tare weight of the truck and trailer is 27.7 tonnes,” says Mike. “The dolly is a bit under five tonne and the load itself is 45.6 tonnes.”

The complete unit is just over 24 metres in length and the trailer is 3.3 metres wide with the load at 4.6 metres height.

Moving this type of heavy equipment is a typical working day for the PTS heavy haul crew with Mike estimating about 90% of the work the new Titan will do will be piloted jobs.

“Every now and again you get a smaller machine to move, and then you can cruise along on your own,” says Mike.

The trip turns out to be more than just an insight into the credentials of Mack’s toughest truck. I’m also getting a deep dive into piloted heavy haulage work and it’s fascinating to listen in to the concise communications between Mike, Joe and Phoebe as we head north on SH1 in some reasonably busy traffic.

They are working both on a PTS channel and on the CB to advise other trucks of the Titan’s presence on speed limited bridges and narrow sections of State Highway 1 such as the `Sisters’ gullies on the Desert Rd and at Bulli Point north of Turangi.

The 25kph signposted corners at the bottom of `The Sisters’ is one of the tightest spots on this trip.

“When I’m going south, I get them [the pilots] to shut the traffic down and I use the other side of the road because the trailer will bottom out in the corner,” says Mike.

Later at Bulli Point I notice Joe drives a little further ahead and stops the southbound traffic on a straighter section of road so Mike has a clear run through the narrow right hander. There’s particularly heavy traffic here as we encounter a line of vehicles that has just come through a road works zone a little further north.

I manage to decipher some of the shorthand radio chat as we go.

Truck & Driver | 27

That next important bridge isn’t `10 kay’ further down the road but in fact has a 10kph speed limit for this 80-tonne combination.

Some bridges can be crossed while staying in the normal lane, but others need to be crossed using the centre of the road with Joe and Phoebe warning any oncoming traffic.

Mike is continually being informed of how many heavy and light vehicles he’s likely to encounter in the narrower sections of the highway. On the CB he’ll also advise a following truck that he needs to slow to 10kph for an upcoming bridge or that he’ll pull left and provide an overtaking opportunity as soon as it’s feasible.

“The pilots are bloody good at their jobs,” Mike says.

But what about the general public?

“Generally, people are pretty good but there’s always a few idiots with no clue at all,” he says.

“Probably the biggest issue we have is the car drivers who’ve got tunnel vision. They can completely ignore the pilots, or you’ll get a truck or a car that will pull over for us and they’ll start coming around them.”

He says the key to driving these heavy combinations is “keeping it smooth and steady and always be concentrating. It becomes second nature,” he adds.

“I enjoy the team element of working with the pilots and we are sort of our own little group in a way. It’s not for everyone and there’s a lot to learn and with all the permits and weights it definitely adds a lot more paperwork,” he says pointing to the ring binders of permits

The Tauranga-Taupo bridge north of Turangi is one of many that has a 10kph speed limit for most heavy loads.

28 | Truck & Driver

for specific regions.

There’s a stack of region-by-region binders in the truck and when we stop, Mike shows me through some of the detail restrictions that mainly apply to bridges.

“Every bridge has a rating,” says Mike.

“A lot of people don’t realise that. I’ve even had truck drivers in past say to me `what are you mucking around at’? Well, if you want that bridge to still be there so you can get home…”

There are five of these bridges with a 10kph limit just within the stretch between Turangi and Taupo.

Listening and watching Joe and Phoebe at work and how Mike responds to their information combines aspects of highway traffic management, the navigation skills of a rally co-driver and the quick reactions of a rooftop NASCAR spotter acting as a second and third set of eyes. All of which keeps the big Titan on the move with the least disruption to other road users.

It’s the sort of specialised work that Mike loves.

“I like the variety and the challenge,” he says.

“Every job is a bit different. I hate being a robot and doing the same job all the time.

“This is really all I’ve ever wanted to do since I was in nappies – trucks and machines. I started out as a shepherd and then did a bit of farming but then I moved into excavations and demolitions.

“I was in Taupo for 28 years and I started at Self Loader Logging in 2000, running gear around the Kaingaroa Forest. Most of my

Truck & Driver | 29

The PTS crew of Joe Howland, driver Mike `Big Boy’ Haycock and Phoebe Jones made sure the NZ T&D Big Test ran smoothly.

experience is with Volvos. The last Volvo I had was a new 700 and it was a great truck. This thing [the Titan] is getting close to what that was.”

This trip at 80 tonnes with two pilots is a significant test but nowhere near as extreme as Mike’s work can be.

“On the wind farm stuff with the platform trailers we can be upwards of 170 tonnes. I don’t usually get involved with that anymore unless they need a pusher. But who knows what’s in the future?”

Sometimes the jobs are even bigger and require multiple trucks.

“We did a big buoy out of Fitzroy Engineering in New Plymouth that was two Macks and a Merc. It was 327 tonnes all up. The load was 180 tonnes, and the rest was trailers and trucks.”

Mike is also the ideal person to identify the subtle but effective changes to the latest Titan as he was the driver of the previous PTS unit which went on the road in 2020 and worked initially on the Waverley wind farm project.

He quickly points out the main advance for the new Titan is the latest generation mDrive automated transmission.

“You don’t have to run it in manual as much. It’ll do its own thing whereas the other one, on a steep hill, you had to put it in manual and shift accordingly. And it wouldn’t skip shift like this one does.

Across the board it’s more responsive and more refined. It’s doing more of the thinking for itself.

“When you are up over 100 tonne and you’re climbing up over the Saddle [Ashurst to Woodville] I would always keep the old one in manual and change it at 1600rpm. Just to keep it going or you could come to a grinding halt.”

A short way into the trip on the long, gentle climb to the Desert

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Driver’s side fuel tank carries 500 litres of diesel while the left-hand-side has a 350-litre diesel tank, 125-litre AdBlue tank and a 200-litre hydraulic tank.

Rd summit I note the Titan is running at 57kph in tenth gear using a fraction under 1500rpm. It becomes a theme of this trip that across a wide range of speeds, gradients and gear choices that the big MP10 is almost always working in a 1450-1600rpm range.

Top (twelfth) gear is overdriven at 0.78:1, while eleventh is 1:1 and there are two additional crawler gears for steep, slow speed work.

“On the road in top gear at around 88 to 90kph it sits at just under 1500 revs,” says Mike.

“I’ve found sometimes it will hold a gear and keep revving out just a bit more than you want, but if you lift your foot just a little it’ll change up straight away.”

The transmission has Economy, Performance, Performance+ and HD drive modes and when the Titan has a load to move Mike typically uses one of the Performance modes. In Performance+ and HD modes

the transmission will also shift into the two crawler gears if needed on the steepest climbs.

“So far, I’ve found if I put it into Economy, it’s too sluggish with a bigger load. I’m still learning it,” Mike says.

With the advantage of 16.1-litres displacement the MP10 produces 685hp from 1500-1900rpm and is developing 400-plus as early at 1000rpm. The torque curve runs flat at 3120Nm (2300 lb-ft) between 1000-1500rpm.

“You don’t have to have your foot down. Part throttle is fine, and you can lug it down to 1200rpm,” says Mike.

“One good thing about this one is it will pull away in third or even fourth when it’s empty. The other one would always be second or first gear and it wouldn’t skip.

“I haven’t touched the trip computer since we left [Whanganui]

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TD32694

Axle and suspensions shown may differ from those used by this fleet

bpwte.co.nz

Mid-rise 40-inch sleeper provides plenty of comfort… New steering wheel, instruments and switchgear layout features in the latest Titan models. this morning and we are running about 1.6km to the litre. When we go up the Hatepe Hill it’ll be using a litre of diesel every 300 metres or so.”

There’s also some improved ride comfort and refinement from the newer truck.

“The other one [his previous Titan] is on springs but this one is on [rear] airbags which are still 200-tonne rated. It makes the ride a bit more comfortable and because we are running the CTI too, I can drop the pressure in the tyres to 70 [psi] when we’re empty and it’s much more comfortable again.

“The spring suspension one was still pretty good. For something on springs, it was comfortable. And this one seems a little bit quieter inside than the old one and I don’t know why.”

The Traction Air tyre pressure control is something new for Mike.

“In all the years I’ve been doing heavy haulage this is the first truck I’ve had with CTI. Even when I was out in the bush with Self Loader Logging, I never had it. I sort of always maintained that if you got stuck then you shouldn’t have been there.

“On the steeper wind farms and some of the places like that I think it will definitely be handy. It’s something else to get my head around.”

The new Titan has been carefully specified for its heavy haul role at PTS Logistics. A King Bars logging style front bumper is fitted and the fuel tank configuration is 500 litres of diesel on the driver’s side and 350 litres on the left. There’s also a 125-litre AdBlue tank and a 200-litre hydraulic tank on the left.

Other extras include SI Lodec scales block-mounted under the turntable, rear hydraulics for platform work and `Live Drive’ PTO for 32 | Truck & Driver

widening the trailer. A rear camera has also been fitted.

“That’s pretty good when you are hooking up your dolly or backing in on the blind,” says Mike.

“A fair bit of our work is at night-time, and we’ve added the light bars front and back which are awesome. It’s also got a stainless visor, stainless caps on the air cleaners, slightly bigger pipes and a Kings Bars front bumper.”

“On the previous truck I even went onto the personalised plate site and put in the plate I was thinking of, and it was available. So, they got it. And this one was the same,” Mike says.

The cab configuration on 1BGDOG is Mack’s 40-inch MidRise sleeper and the Titan has a top-line ISRI 6860 `Big Boy’ air suspension driver’s seat with a left side folding armrest.

“The comfort level is magic, and the bed is awesome,” says Mike.

“It’s actually a bit different to the old one. It seems wider and but because of that there’s not quite as much room in the driver’s seat which I think is why they cut that off,” he says, indicating the flat bottom steering wheel design that was first introduced to the Mack family in the Anthem.

“I use the bed all the time. There’s a fridge and a little inverter behind the seat. You get some of those Back Country freeze dried meals, boil up some water and away you go.

“The visibility and mirrors are good. The upgrades they’ve done like putting all the windscreen wiper controls on a stalk switch are magic. There’s no more clumsy switch on the dash for the wipers and the engine braking is all on a stalk on the right hand side and you just click it down.”

“There’s a whole heap less switches than the old one and less gauges too. The majority of it is on the computer display and you just

Crossing the Waikato River on the Taupo bypass.

Truck & Driver | 33

Left: Mike Haycock has taken over the new Titan after driving a 2020 model for nearly four years.

Right: The 16.1-litre MP10 six-cylinder is Mack’s flagship engine producing 685hp and 2300 lb-ft of torque.

Below: Pilot Joe Howland leads the Titan on the climb up the Kaimais.

scroll through from the toggle on the right hand stalk.

“The one thing I do miss with these is they don’t have the retarder like the Volvos do. Especially in this line of work, I think it would save a lot on brake wear.”

Mack’s Powerleash+ exhaust brake has three stages controlled from the steering column stalk. On the long descent off the Desert Road before the SH46 junction the Titan is held at 56kph in ninth gear using 1850rpm before Mike has to slow to 10kph for the Poutu Canal bridge.

“The air conditioning works well, and it’s got two USB charge points and Bluetooth connectivity.

“Storage is one little downfall. There’s a bit of room underneath the fridge but it would be good if they could make a slide-out shelf or something where you could put all your permit folders. It’s pretty much my only complaint and the other one was the same.

“The exterior side lockers which go under the bed are good but as far as in-cab storage it’s a bit average. But pretty much any bonneted truck is the same.”

The last segment of our journey in the Titan takes us up SH29 over the Kaimais heading east on and it’s the only time on the trip both pilots aren’t out in front of 1BGDOG. Phoebe drops her ute about 100 metres behind the Mack as a warning to any faster traffic closing in

34 | Truck & Driver

on the Titan during the climb.

Mike has the Titan in Performance+ mode and it settles into the first part of the climb at a steady 33kph in eighth gear using 1500rpm. It’s shifts to seventh at 29kph using 1700rpm and the engine fan switches on and the mDrive shifts again to sixth at 19kph.

“The cooling is good on the Titan – I think because they sit up a bit higher in the airflow. They never really seem to get hot,” says Mike.

Briefly, at the steepest pinch on the climb we are in fourth gear at 16kph using 1900rpm but a few seconds later the Titan smoothly shifts back into fifth and it approaches the summit lookout at 19kph using 1600rpm.

What’s been an enjoyable and educational intro into the heavy haul world for me turns out be a pretty run-of-the-mill job for Mike.

“This is a pretty straightforward sort of a load. When we start getting into some of the hairier places it’s a bit different,” he says.

“Say you’re coming over the Saddle in the wet or in the middle of summer when the tar is melting what I do is put the power divider in at the bottom and get your gear. The road can end up slippery just like glass, so I get the pilots to close it down and stay on the rougher stuff for some traction. And on the odd occasion I’ll bang the cross locks in as well.”

One of the expectations of the day however turns out not to

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King Bars bumper, light bar and stainless visor are among the extras added to the new PTS Logistics Titan.

be. I’d anticipated the Titan would be raw, noisy and unrefined to accompany its power, aggressive looks and heavy-duty capability.

Instead, there’s a level of refinement and comfort that, while not at premium Euro levels, is still impressive.

“They’ve come a long way with the Volvo running gear and some of the Volvo comfort,” says Mike.

“I’m actually surprised at how different it is compared to the other one. It’s a lot better for something that’s only four years newer.”

A NEW HOME FOR ANOTHER THE NEW MACK TITAN FEATURING IN THE NZ Truck & Driver Big Test isn’t a replacement in the PTS Logistics fleet. It’s an addition with the truck previously driven by Mike Haycock taking a new role in the PTS heavy haul operation.

The 2020 Titan registered as HVYDOG is now at work around the South Island serving a growing PTS customer base on the Mainland.

“This one becomes the flagship for our South Island operations,” says Ray Roberts, PTS Logistics CEO. “The new Titan which `Big Boy’ is driving isn’t a replacement. It’s an addition to the PTS

fleet that allows us to expand our services to customers.

“We’ve always had a heavy haul division in the South Island but our work down there has expanded a lot recently.

“The Titan is geared up for all general heavy haul and over-dimension roles to service our customers in heavy machinery and also, importantly for the South Island, for moving the large over-dimension agricultural equipment around.”

BULLDOG HVYDOG is now being driven by John Bradley who has joined the PTS team with over 12 years heavy haul experience, both here in New Zealand and throughout Europe.

“It is certainly nice to be able to attract the knowledge and skill of a very experienced operator in over dimension and heavy haul work like John,” says Ray. “Having modern, fit for purpose equipment and prime movers like the Macks assists us in attracting the best operators to PTS.” HVYDOG is a 2020 model Titan 6x4 built to a very similar specification as the new 1BGDOG.

The 2020 Mack Titan HVYDOG is now servicing PTS clients in the South Island driven by John Bradley.

Truck & Driver | 37

T

HERE’S NO BETTER TEST FOR A BRAND than when you take its top-of-the-line model, put the biggest engine on offer under the bonnet and put it to work in heavy haulage. That’s exactly what we are doing this month with the Mack Titan.

Kitted out with its 16.1L MP10 engine pushing out 685hp, this is the highest horsepower bonneted truck that you can get out of factory in the Kiwi market.

We catch up with the PTS Logistics heavy haul crew at the fuel stop in Waiouru where they have brought a Sumitomo SH450 digger up from Whanganui. The rest of the run will take us to the top of the Kaimais as the digger is off to the Port of Tauranga and then onto Fiji.

All up the new Titan, the `two rows of eight’ dolly, the `three rows of eight’ low loader and the digger on the back we are just under 80 tonnes.

With this load also being 24 meters long and 3.3m wide we also need a couple of pilots to show us the way which is another part of the Heavy Haul work that I love. Good pilots just make the job easy and hassle free.

After quick introductions we are off and on our way. We stop in Taupo and after our mandatory half-hour break, I take the wheel and it’s off to Putaruru.

38 | Truck & Driver

The climb up into the cab is good with there now being a right hand grab handle which has not always been the case in the past. Once in the cab the driver is greeted by a comfy top-of-the-line ISRI 6860 `Big Boy’ air seat.

The introduction of the Mack Anthem seems to have helped the drivers out with what appears to be the same “flat bottom” steering wheel being utilised in the latest Titan. This also means the driver now has hands free, cruise control and stereo functions at their fingertips.

The three-stage Mack Powerleash+ exhaust brake is on the steering column stalk, and it also has a kind of fourth stage where you can drop a gear when needed – you don’t have to reach over to the dash where the gear controls are.

The rest of the cab is nice and roomy, but it does seem to be lacking in storage space. The top of the semi wrap around dash could easily be

Hayden Woolston utilised for miscellaneous items if a small insert was added.

From stationary the Titan trucks eases away very smoothly with its heavy load.

Pulling out of the new Mobil on the Taupo bypass and heading north around the roundabout, the traditional `West Coast’ mirrors do the trick as I watch the trailer pull in behind the

• SPECIFICATIONS • Mack Titan 6x4 40-inch Mid-rise sleeper Engine: Mack MP10 in-line six-cylinder (SCR Euro 5) truck on our way north.

As we gain speed it’s clear that 685hp is more than enough for this load coupled with the latest generation mDrive transmission. It’s a 12-speed plus two crawler gears and the gear changes are fast and precise, leaving you in no doubt the computer knows what it’s doing.

The transmission computer offers Economy, Performance and Performance+ modes as well as HD mode for access to the crawler gears.

The advice from `Big Boy’ Mike is to run it in the Performance mode.

As I mentioned earlier it’s a pleasure working with good pilots because they take care of all the idiots on the road around you. The pilots create the all-important space on the road you need for the load like this, and my biggest issue turns out to be making sure the wide trailer fits between the thousands of road works cones on SH1 between Taupo and Putaruru.

The other important thing in this game is making sure you know the speed limits for the bridges. On this trip I have a 50kph bridge and a

few 10kph bridges. The pilots go ahead to make sure the traffic is stopped and waiting for you to come through.

On a couple of the 10kph bridges there are a short, steep climbs immediately afterwards and the combination of 685hp and the smart transmission lets the Titan pull away smoothly.

I think one of the most surprising parts of this test for me is the comfort of the ride and the low noise levels. I find myself very relaxed, just cruising along checking the mirrors and making sure my speed is right. It’s very close to modern European comfort and the combination of refinement and the assistance from the pilots make the drive more relaxed and enjoyable than I had expected.

At Putaruru it’s a shame to have to hand the truck back to Mike but as always with these tests I can’t keep driving all day. It was a pleasure spending the day with the skilled PTS Heavy Haul Crew and they have made it very easy. Oh, and the big horsepower Titan made it easy too!

Capacity: 16.1 litres Maximum Power: 685hp (515kW) at 1500rpm Maximum Torque: 2300 lb-ft (3120Nm) at 1000-1500rpm Fuel capacity: Diesel 850 litres, AdBlue 125 litres Transmission: Mack mDrive 14-speed automated manual Ratios: Crawl Low – 32.04 Crawl High – 19.38 1st – 11.73 2nd – 9.21 3rd – 7.09 4th – 5.57 5th – 4.35 6th – 3.41 7th – 2.70 8th – 2.12 9th – 1.63 10th – 1.28 11th – 1.00 12th – 0.78 Reverse – RC 37.79, R1 13.73, R2 10.78, R3 8.62 Final Drive ratio: 4.12:1 Front axle: Mack FXL 16.5 with unitised hubs, 7500kg rating Rear axles: Mack 2610B hub reduction (21,000kg max axle loading) Brakes: Disc with ABS/EBS Auxiliary brakes: Mack Power Leash Plus Front suspension: Parabolic leaf springs with stabiliser bar Rear suspension: Mack Air Ride electronic control air suspension GVM: 27,900kg GCM: 200,000kg

Truck & Driver | 39

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Driving the economy

A rollercoaster with more change ahead New Transport Minister Simeon Brown has pledged to fix the stalled random roadside drug testing regime and committed to substantial investment in the State Highway network and public transport improvements.

I

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

:35:42 pm

T’S BEEN A ROLLERCOASTER OF A YEAR, with many highs and lows. In the space of less than a year, we have seen three prime ministers, experienced a cyclone and severe flooding, and battled to recover from the restrictions of the pandemic and forge ahead amid a continuing cost of living crisis.

At the same time, our industry has celebrated some positive achievements, including attracting new drivers and supporting existing ones, and we have embraced new technology and progress towards an eco-friendly future.

Transporting New Zealand is optimistic that the new National-led government will bring about positive change for the road transport industry, and we welcome the appointment of Simeon Brown as the new Minister of Transport.

Over the last year or so we have had several discussions with incoming Minister Brown to discuss industry priorities. The minister has been a strong advocate for fixing roads and potholes, restarting the infrastructure pipeline, and getting more efficient trucks operating on our network. He appears to have a strong grasp of the transport sector and what is needed to get things back on track. His willingness to get on with things and make changes is refreshing.

When he spoke at A Changing World, our annual conference held in Lower Hutt in June, Minister Brown pledged to fix the stalled random roadside drug testing regime and committed to substantial investment in the State Highway network and public transport improvements.

We realise that long-term improvements will take years to achieve; however, some immediate action is possible. For example, the current land transport rules are a major barrier to our sector being able to work with flexibility and agility needed to respond to the challenges our members face every day – whether that’s access to the road network, responding to workforce demands with international licensing, flexibility with rest breaks, or introducing technology that can help reduce our impact on climate.

In today’s modern world, we can’t accept that it needs to take several years for a minister to change the rules. It hasn’t always

taken that long and there’s no good reason it needs to take that long now.

National has promised a swift repeal of the legislation regarding the setting of speed limits so we anticipate that’s a good example where government can get some early runs on the board.

Another thing the government can do is help getting zeroemission vehicles on the road to deliver groceries. Because these vehicles have got quite heavy batteries in them, this pushes them over the weight limit for being able to be driven by a simple car license to being Class 2 – which takes time and money to get.

The trucks are actually no bigger, and of course they are cleaner to operate, so with a slight change in weight allowance, everyone would benefit.

Make no mistake: Transporting New Zealand will continue to push for better roads, which are the lifeblood of the nation’s economy, and for increased recognition and support for the road transport industry, as a crucial component and driving force of economic and social wellbeing. We have promised members we will hold the incoming government and the minister to account.

Among the positive events I have been involved with over the past month was the launch of the Diversity Toolbox launch, held at the Alexander Group’s base in Hamilton in November.

I very much enjoyed listening to keynote speaker, former Black Sticks hockey star and Olympian Brooke Neal, who spoke about success and being focused on the goal. That’s all very important, she said, but she warned that the obsession with achieving a big goal can consume you, with massive consequences for mental health. The big question that we should all consider, is this: What does success look like? Brooke called for all of us to spend some more time reflecting on this question.

The Diversity Toolbox is the latest element of the Driving Change Diversity Programme, part of the road freight industry’s Te ara ki tua Road to success programme, and it is supported by Teletrac Navman. It is freely available to any transport operators and supported by all three transport advocacy groups.

Attracting talent is one of our five strategic pillars and, regardless of some recent softening in workforce demand, there is no doubt that like many other sectors, the needs and wants of Truck & Driver | 41

Driving the economy

Presenters at the Diversity Toolbox launch, from left: Transporting New Zealand interim chief executive Dom Kalasih, Transporting New Zealand policy advisor Billy Clemens, Olympic medallist Brooke Neal, and Hayley Alexander, chief executive, Alexander Group. Photo: Will Fleming our future workforce have changed over time. The Diversity Toolbox is one way of helping welcome and manage not only new people, but also existing people in the industry.

New technology has also been advancing and last month I was pleased to attend to major conferences. “Reimagining the future of heavy vehicles” was the theme of Technology Convergence 2023 in Brisbane, and the Institute of Road Transport Engineers held its annual conference in Hamilton.

As one speaker said at the Brisbane conference, the challenges we now face transcend traditional thinking on transport management. These thoughts resonated with me and I was left wondering whether we are doing enough in New Zealand to recognise the pace of change and move with it, or are we still stuck in traditional thinking and approach, lagging several years or even

decades behind what other jurisdictions have already done?

The Hamilton conference also focused on new technology and decarbonisation, including an update on HWR’s groundbreaking hydrogendiesel fuel project. In my view, going after stuff to make a difference now is the only way we have any chance of meeting our climate targets.

The recent discussions on road/congestion pricing and the use of highspeed weigh-in-motion to capture RUC revenue are other areas which could have major impacts on our industry and the cost of transport.

It sounds like there is going to be a lot more innovation coming up, and it is important that our regulatory bodies collaboratively consult with industry and that our industry is unified and aligned on what matters most for transport operators.

Ia Ara Aotearoa Transporting New Zealand’s team is available to asist our members around New Zealand Ia Ara Aotearoa – Transporting New Zealand PO Box 1778, Wellington 04 472 3877 info@transporting.nz

Dom Kalasih, Interim Chief Executive 04 471 8285 • 027 441 4309 Dom@transporting.nz Vicki Harris, Membership Adviser 027 534 3848

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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Flat countryside, grazing sheep, a backdrop of the Southern Alps and a Wilson Bulk Transport unit in the foreground – this can be nowhere but mid-Canterbury.

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Queen St, Pahiatua Ph: 06 376 0020 Contact: Trevor: Mob 0274 437 968 Email: trevor@jacksonenterprises.co.nz www.jacksonenterprises.co.nz

Kenworth T410 being unloaded at the Port of Lyttelton. A lot of Wilson’s work centres on export containers, with Lyttelton as the primary gateway. However, the company’s development of a new freight hub at Fairfield near its Ashburton home base will see a greater proportion being railed to the port.

N 2005 NEW ZEALAND TRUCK & DRIVER PROFILED A FLEET that had the distinction of having been incorporated as a charitable trust.

Tinwald-based Wilson Bulk Transport had been set up in the 1960s by local farmer Trevor Wilson and his brother, primarily to handle bulk grain harvested by their agricultural contracting business from farms in the mid-Canterbury area.

After the partnership was dissolved in the late 1960s, Trevor carried on as sole owner, adding fertiliser spreading and stock cartage to the services he offered his rural clients. He was also deeply involved in community activities, and after being diagnosed with terminal cancer in 1990, he made the radical call to set up the company as a charitable trust with its operating profits being directed to two beneficiaries, the Order of St John and Presbyterian Social Services.

Trevor died a year later, and the trust continued under the chairmanship of long-time friend Philip Wareing, who also superintended the operation of the transport company. Over the next 20-plus years, Wilson Bulk Transport grew from the seven trucks it had in 1991 to in excess of 30 units and their associated trailers.

During the past decade, however, the company lost its unique status. A new board decided that because he owned or had an interest in several transport companies that in some way or another competed with Wilson Bulk Transport, Philip Wareing had a conflict of interest, and he was eased from his position.

He is philosophical about the change: “I was quite happy to step aside. I’d given the Trust my best efforts, had taken the fleet from seven trucks to in well in excess of 30. I thought I’d done a good job and was happy to pull out.

“The new trustees applied to the High Court to dissolve the original concept and broaden the recipients from the original two, St John’s and Presbyterian Support Services. During the time it was operating under Trevor’s original plan the Trust distributed $7 million to these two organisations, which was a remarkable achievement,” he adds.

Another proposal, also approved by the High Court, was to sell the company and use the proceeds as the capital basis for the ongoing charitable work.

Ironically, the successful buyer for Wilson’s was the Wareing Group, of which it is now a division, alongside Wareing Transport, Rural Transport, NZ Express, Trans West Freighters and Mayfield Transport.

However, even though it has lost its unusual status, the company more than qualifies for an updated look. Prior to his death Trevor Wilson had accurately predicted the effect intensive irrigation would have on the arable production of the midCanterbury region and had increased the bulk storage capacity.

Just as presciently, he anticipated the shift to containers as the primary method of shipping produce, both within New Zealand and overseas, and had set up a container handling division.

And it’s that path that Wilson Bulk Transport has followed for more than 30 years, and even more intensively for the past decade. For some years after Trevor’s death the company persevered with a stock division, but the switch from mainly sheep farming to dairying saw the big loads from individual farms that would be traditionally shipped to the works replaced by several pick-ups of smaller numbers, thus eroding the division’s viability, so it was closed. The fertiliser spreading division, however, continued and even grew apace with the establishment Truck & Driver | 47

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Above: Half the fleet is dedicated to container work, mainly shifting produce from mid-Canterbury farms to the North Island or overseas.

Trailers are set up to use demountable generators for when trip length and cargo require extended temperature control of reefer boxes.

Bottom: Carl O’Neill, bulk dispatcher (standing) and Chris Pevy, container dispatcher (sitting) in the company’s Tinwald headquarters. of intensive dairy farming to the region.

But the biggest growth has been in containers. Half of the now 36-strong fleet are dedicated skellie units, carting a full range of the region’s produce to Lyttelton or to rail at Ashburton or the Rolleston freight hub. And it’s in conjunction with rail that the company’s next big push will eventuate, with the completion early this year of a new $20 million facility at Fairfield to the north of Ashburton.

For some time, Wilson’s has managed the Ashburton rail siding for KiwiRail, but that siding’s capacity is limited to 12 wagons per day. The Fairfield freight hub has been designed for 30 and will also allow for a greater number of shunts per day, significantly boosting the potential number of container movements in and out of the region.

This level of integration between the transport modes might seem radical to some, but as Wilson’s manager Mat Bruce points out, it makes a lot of sense: “Our job is to help shift the produce as efficiently as possible to its destination – sometimes the North Island, sometimes overseas.

“In either case rail can help, particularly with export containers being shipped through Lyttelton. When you add the traffic congestion in Brougham Street to the challenge of achieving a quick turnaround at the Port, having a local freight hub is the perfect answer.

“Exports from the region are still predicted to grow. In the past couple of years, we have been sending a lot more containers by rail. If we had stuck with road alone and were simply keeping pace with the growth in export volume, we would have had to put on a lot more units.

Road always has its place, and always will, but we will need a combination of both road and rail to keep pace with growth. If you focus on one area it will prove very difficult, but if you maximise

the benefits of each it makes great business sense.

“And an important side benefit of the new hub will be the reduction of emissions from trucks travelling between Ashburton and Christchurch,” he adds.

Philip Wareing agrees: “In one respect you could say we are turning from poacher to gamekeeper, but from whichever angle you look at it, it makes good sense. Nor has there been much drama in setting the facility up. All the way through its planning and development we have found KiwiRail and its commercial manager Alan Piper excellent to deal with.

“That’s why I’m quite surprised that a local major exporter has recently decided to stick with road instead of rail. Not only are they forgoing the carbon credits they could gain, but the new weigh site that has been set up near Rakaia has the ability to weigh individual axles, which will put a lot of pressure on their transport operator.

“When you’re running at or near the 54t permit limit, it’s nearly impossible to load all the axles evenly, so they’ll probably have to reduce tonnages.

Truck & Driver | 49

Above: Manager Mat Bruce came from Wareing Group company NZ Express, so he’s no stranger to container work, but admits getting to grips with the new world of arable farming has meant a steep learning curve. He’s rapt in the deep ties Wilson’s has with its local community.

Below: Bulk division units at work during harvest time.

“We have a 35-year lease on the site – as long as you are allowed under New Zealand law. And in addition, once it’s up and running, the hub is likely to attract a lot more warehousing to the immediate area. While our primary focus at the moment is on produce from the area coming to the freight hub and being shipped overseas, in time there will be an equal opportunity for goods from overseas being railed to the hub and distributed across the South Island.”

Mat Bruce concurs: “Getting the project up and running was the result of a huge amount of cooperation, from central and local government, major exporters like Talley’s, and KiwiRail. And I’m sure it won’t be long before regional companies with big export and import volumes will build their own facilities close by to take advantage.

“And already we’ve had comment from companies in Timaru, saying they’re planning on using Fairfield for their import containers that are coming in through Lyttelton. They will rail the

50 | Truck & Driver

boxes to Ashburton, then truck them for the final 70km leg. We are effectively becoming a sales team for KiwiRail!”

Though the majority of the full containers Wilson’s handles are for export, a proportion come loaded from overseas with raw materials for RX Plastics, a local manufacturing company that services the rural sector with water tanks, irrigation systems, pipes and associated fittings.

RX is a long-time customer, and Wilson’s now has six trucks painted in that company’s green and white colours, three operating out of the Tinwald home factory and three more distributing the output of RX’s plant at Horotiu across the North Island.

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Unloading at the Ashburton rail siding. Cooperation between Wilson’s and KiwiRail is set to increase markedly with the opening of the Fairfield freight hub. barely half a tonne each, but they still need to be securely tied down, for their windage is huge. Heavy-duty axles put as much of the weight as possible down low to counteract the wind effect.

Philip Wareing comments mournfully that the company missed by mere centimetres in gaining an exemption to carry five tanks per load. Though the additional weight would be marginal, the proposed rear overhang on the trailers was ruled as excessive.

Wilson’s also handles the majority of warehousing for RX and uses two crane trucks to deliver RX’s pipes and associated products.

Mat Bruce admits that with only a couple of years behind him at the helm of the company, getting his head around the ins and outs of rural arable production has called for some solid learning. The preponderance of container work, on the other hand, has been like old home week, for he came to Wilson’s from five years with NZ Express.

His early career was in furniture removal before shifting into general freight with Team Global Express (formerly Toll), where he progressed to running the company’s linehaul network in the South Island for a couple of years before shifting to NZE. He says one of the things he really loves about working in the Wareing Group – and with Wilson Bulk Transport in particular – is how integrated into the local and regional community the companies are: “Even though Wilson’s is no longer a charitable trust, its involvement with and support for community activities is still immense,” he says.

“We put tens of thousands of dollars a year into schools, sports bodies, and agricultural shows, and support the Life Education trust by towing their caravans around various schools.”

In that respect Mat sees himself as an inheritor of a communityfocused culture that stretches back to Trevor Wilson himself and credits the maintenance of that culture to the likes of his predecessor Jonathon Ward, who started with the company as a

driver and progressed to manager, a position he held for 14 years before moving to a Wareing Group role.

Mat says that compared with the major cities in which he has spent a lot of his working life, the mid-Canterbury region in general – and Wilson’s in particular – have come as a refreshing change: “Elsewhere, when there’s been a hole that needs digging, often people will be trying to cut the spade in half, whereas here everyone will be offering you a spade.

“I’m sure the long-time charitable status of the company helped to generate many new rural clients, who appreciated what we were doing for the community. And, despite the change, those people have remained very loyal.

“Fundamentally, it’s all about maintaining a high quality of service. That’s a key legacy Trevor left us, and one we strive to maintain every day. A lot of the farms and companies in this region have ownerships spanning several generations, and the people now running them remember their parents talking about Trevor or knew him themselves back in the day.

“Naturally, because we don’t offer stock cartage, we don’t have the same proportion of farmer clients as the likes of Wareings or Rural – though several of our arable farming clients who we service with container transport also use our spreaders, so there’s a nice crossover there.

“The container work keeps growing all the time, but we are also keen to offer the best service we can to our customers in bulk cartage and fertiliser spreading.”

Nor, he says, are family alliances at play when two Wareing Group companies are pitching for the same work: “We all compete for the jobs, it helps keep us keen. The pricing for clients is done individually through each depot.”

Behind the scenes there is cooperation, of course. An example is Mayfield Transport, which for some time has struggled for a lack of drivers. It also has quite sharp seasonal peaks in its work, so Truck & Driver | 53

Above: Bulk units handle a wide variety of grains and arable land crops, destined either for local processing or shipping out of the region. The company also has extensive bulk storage facilities. DAFs are among several brands in the fleet.

Bottom: Crane units are used to deliver pipe products from RX Plastics. The truck in the foreground is painted in the RX green and white colours.

when these happen the other companies in the Group can help out.

Philip Wareing adds a cautionary note: “In situations like that, what we have to be a little careful of is that the farmer is happy about a truck that’s different from the expected fleet coming to their property. Most people understand that all the companies are under the same ownership, but very occasionally we find a strong preference for one fleet brand, and that something we have to be aware of.”

The Wilson Bulk Transport fleet is made up of a mixture of brands, predominantly Isuzu, Freightliner and UD. The container

54 | Truck & Driver

division is set up to handle 20ft and 40ft boxes up to 31t weight and features sidelifters for both container lengths, plus a tipping semi for bulk containers.

Bulk cartage is handled by truck and trailer units fitted with alloy bathtub bins, supplemented by a blower truck and a selfpowered grain vac unit when needed.

The four-strong spreading division comprises two 4x4 units and Automat trailers for general pasture and worked ground spreading, a 4x4 mini spreader for precision nitrogen work, plus a 6x4 truck and trailer unit for lime spreading.

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Above and below: The spreading division includes two 4x4 units and Automat trailers for general pasture and worked ground spreading. Some units are fitted with auto-steer for more precise coverage.

individual managers of companies in the Wareing Group can present a case for a brand or spec that is needed for a particular job. An example Mat cites is Metalcorp NZ, a client who already had a Volvo set up a particular way and wanted a near-identical new unit.

Even though Volvos aren’t usually represented in the fleet, it made sense to buy and set one up for this specific application, transferring scrap metal from depots around the South Island to Metalcorp’s main yard in Christchurch or the secondary one in Ashburton.

The trucks are finished in Metalcorp’s purple colours as opposed to Wilson Bulk Transport’s blue. The trailers use hightech walking floors to improve operator safety and reduce the wear on equipment.

In contrast to the contract-dedicated RX Plastics and Metalcorp NZ units, many of the others in the company fleet have a level of versatility inbuilt. This is especially true of the container trailers, which are configured for demountable generators to be fitted at the front for when temperature-controlled containers need to be carted for any distance. As Mat points out, generally the produce doesn’t require temperature maintenance, and even when it does, the journey times are often short enough to fit inside the time window where the temperature will remain stable.

He adds that since fitting a generator adds to a trailer’s tare weight, and therefore cuts into payload, opting for the demountable units offers the flexibility to fit them only when required.

“What the company has learned over time is what works best for each application. A couple of times something new has been

tried that hasn’t quite worked, so we’ve gone back to what we had before.”

Though it will remain an integral part of Wilson’s operations, spreading presents its own challenges, says Philip Wareing.

“It’s one of the most difficult areas to maintain a steady profit, because the technology keeps changing. As soon as you’ve set a truck up, all the bells and whistles, something else comes along.

To give an example, we’ve just started putting auto steer into several of our trucks. It’s a great idea, but it comes with a price tag of around $15,000 a unit.”

On the subject of driver recruitment and retention, Mat says Wilson’s adopts a pragmatic approach: “If you keep hunting from the top and hiring only Class 5 drivers, especially in a small market like Ashburton, you will be up against it almost immediately, so we are prepared to bring people through from Class 2, despite all our units needing at least Class 4.

Truck & Driver | 57

Above, left: The two Volvos in the fleet are dedicated to Metalcorp NZ work and are painted in that company’s colours. They travel the South Island picking up scrap for Metalcorp’s two depots Above, right: RX Platics tank delivery units use custom trailers to keep the light but bulky tanks securely fastened against side winds.

Bottom: Kenworth T410 8x4 tractor unit for container work joined the Wilson Bulk fleet in mid-2022.

“But whereas some of the bigger companies have a fully documented cadetship programme, we look first for attitude and aptitude in hiring people. If they want to get into the industry, are passionate about it, we will take a punt on carrying the cost and training them all the way through.

“Of course, you have the situation everybody faces of bringing a person through to Class 5 only to have them leave for what they might see as greener pastures. Every company faces it, there’s no getting away from it. Our counter is to offer safety incentive bonuses and things like a campervan that staff members who don’t have a company vehicle can use on family holidays.

“We have six of what we call ‘coaches’ or ‘buddy drivers’.

They’re not driving instructors but are able to keep an eye on the newcomers and offer them advice and tips while they’re going through the classes. I’d love to be in general freight where you’ve got smaller trucks that people can progress through, but in this business, we are always hunting tonnage, which means Class 5 is the aim for everybody.

“When somebody has come through our system to a full licence,

we would naturally like to keep them for life, but to be more realistic we ask them to stay around for two years after training.

However, it’s not make or break. And it’s surprising how often a driver will get wooed away, only to return a few years later when they realise that here is a good place to be.

“Our drivers are lucky compared with many firms, because for the most part they are able to spend each night at home.

“The Group is strong on offering pathways for internal promotion (for example, from driver to dispatcher or transport manager), but unless a driver wants to try an activity not offered where they are there isn’t a great deal of movement between the various companies. If one of our people really wanted to have a go at stock or logging work then they could be possibly shift to Wareing’s or Rural, but for the most part they stick with us.”

Thirty-plus years ago when he decided to set up his company as a charitable trust, Trevor Wilson was driven by a deep commitment to the mid-Canterbury region. The particulars of his vision might have changed since, but the company bearing his name is still proudly demonstrating that commitment.

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Time in Motion B

- Wayne Williams

ASED IN WESTERN SOUTHLAND, WAYNE WILLIAMS OF Transport Services Ltd (TSL) is a humble kind of a guy who “likes to see people succeed.”

Better time management is what got him into the industry, and he’s an ideas man with a “work hard, treat people equally and respectfully” attitude. And that’s why he’s a Southpac Legend.

His parents owned a 365-hectare farm in Opio, Southland and from an early age Wayne had a vision of owning a farm in the area. Upon leaving school he started out as a shearer; however, the insightful teen soon discovered it was not the way to achieve his goal.

Wayne recalls: “I started as an apprentice shearer, but I used to live 16km away from work. So, I’d spend the first three hours of my day driving from Opio to Nightcaps and Ohai having to drag drunk people out of bed and not get paid until seven o’clock, when I pulled the first sheep over the board. I thought `this career isn’t gonna last too long’.”

He decided to find a career that paid when you start. “Obviously when you turn the key of a truck on, that’s when your wages start,” he says.

With his new career in mind, Wayne went out and picked up his heavy traffic licence in Ohai, driving a truck from the State Coal mine.

“As soon as I was 18, I was on it. And then I got my trailer licence with a tractor and a single axle hay trailer. It’s a bit unique because most people have to use a proper truck and trailer.”

60 | Truck & Driver

Wayne joined TSL in 1984, (at that time it was a branch of Freight Haulage) driving bulk trucks while also helping out on his parent’s farm.

When he wasn’t driving, he was in the local pub giving the other FHL drivers `stick’.

“I used to tease the old fellas and old management, saying that if they didn’t put some young blood into the place it would fall on its knees, with everybody retiring at the same time.”

Wayne’s driving prowess came to the fore one Sunday when he was asked to drive a stock truck for the business.

“I arrived at work and there were two other guys there with seven loads to do, so one person had to do three loads. I thought, `well those guys are more senior, they’ll fight over the extra load’.

“But they said, ‘we’ll toss a coin to see who gets the extra load’. I was like, really? I’m only starting out.”

He recalls they tossed the coin and Geoff Gilbert ended up doing the third load. But Wayne’s takeaway was that they were already thinking of him as an equal; “which was quite humbling.”

Within a few months Wayne got rung by the manager, offering him a livestock truck to drive.

“I was sort of blown away really, I’d only been there a few months and I was only 18 years old. Next minute, I was driving a Leyland Mammoth and then a Volvo N10.”

He says that it was daunting for a local kid that had never really left

the province.

“But I had a great bunch of stock drivers around me. They were a lot older, and I was lucky that they were very welcoming. You were there to help them out, you weren’t taking some of the work, but I had no idea where anything was.”

Wayne mainly worked in Canterbury, and the system was basically run by the drivers: “They had the odd dispatcher and manager put up there to help us, but they were more of a bloody hindrance,” he says.

That’s where he started to learn about organising stuff and about being an equal.

The system was devised so the first truck that got up to the Canterbury area would go to the local hotel where the stock agents had left all the information.

“You’d have to take this information to your room and work out all the loads, (make 500-600 tallys) and then ring all the farmers (obviously this was well before cell phones) and let them know about the trucks that would be picking up all the stock. So, you were in your room for a long time.”

He says that typically the system would be that the last person to arrive that night got the best load out the next morning.

“So, if you were the first there and organised it, you were one that got the last load out, the worst load.

“You’re trying to keep everybody caught up. If someone’s had a bad day, and you give him a good one, he gets to catch up. So, it was a real sense of camaraderie.”

Wayne recalls that most times there would be about 10 trucks to organise loads for.

“So, I went from a little place in Opio, to organising all these loads for all these guys. It was a baptism of fire, you worked out very quickly that if you screwed it up, you’ve got drivers down your throat saying, ‘why did you make me go to that area and then make me drive to the other area?’ Because that’s what happened when we had managers up there doing it.”

Wayne drove a livestock truck until 1998, travelling the length of the country moving cows and sheep and deer; “you name it, we carted it.”

He says it was a tough job, but he enjoyed it.

“I used to say, I saw New Zealand at my boss’s expense. I drove a Foden, which was 350hp. It had the torque of a 400 Cummins at the time, it was a 3406 B Caterpillar engine, 9-speed gearbox, I spent most of my livestock career in that.”

Wayne adds: “Back in the day we had limited RT coverage, phones were a case of stopping at a shop or hotel and asking. You had to use manual maps, there was none of this Google stuff.

“It used to make me laugh, on our RT system we’d have long haul freight trucks saying, ‘oh I don’t know where that is, I don’t have time to turn off the main road.’ They were townies as far as we were concerned.”

In 1989 Freight Haulage had become part of Transpac. Then Transpac went into receivership and nine working shareholders - including Wayne and five clients - bought the business and they named it Transport Services.

“I was a shareholder and driver right through that period. But in late 1998 Bill Richardson approached me and said ‘find a business partner and I’ll sell you half the business’. Prior to this, all of the older shareholders that I had given a hard time to in the pub about retiring, were retiring and they wanted their money out.”

Back then Wayne was the youngest one and couldn’t afford to buy

the other guys out. Bill ended up buying all the shares in the business.

They had a manager for a few months; “that didn’t go so well,” and that’s when Bill told Wayne to find a business partner.

“In 1999, myself and Dean Carleton [Carleton and Williams Ltd] purchased 50% of Transport Services. And now we’ve done 25 years in that venture with the Richardson Group.”

When they [Wayne and Dean] bought the business, it had 15 trucks.

Today there’s 40 trucks across five divisions and they are all company owned. There are eight spreaders in the sowing division, six permanent livestock trucks, five auger trucks, a local freight truck and the rest (around 20) are bulk. It’s a mix of Scania, Mercedes, Volvo, DAFs, and other Southpac trucks depending on the divisions. There are also 50 staff now.

“I’m very very grateful to Southpac New Zealand. We bought into their product after we had a couple of other trucks that didn’t go well for us. We had a lot of Fodens in our fleet back in the day and when they stopped making them, we moved to Kenworth then DAFs. We never thought we’d be DAF people but started buying the Kenworths and got involved with the Southpac family and DAFs became part of our business.”

Wayne says that as the business grew, dispatching became more and more involved, so he moved into the management side of it.

“We have two great office ladies and share a couple of staff in Invercargill. The Richardson Group side has a big input into the accountancy, payroll, and H&S. It works really well.”

Like many, Wayne’s journey within the industry has been a mix of good mixed with ‘challenges. He says that the deterioration in the amount of quality staff that’s available now is an issue, along with the increase in compliance.

“We used to pride ourselves on having a list of people that were itching to get in here, nowadays you’ve got just one or two. And just the compliance side of everything, the Health & Safety Act came along and caught everybody out. It’s been a good thing; it’s added real value to us all. But like most people, none of us like change.”

On the positive side, as he said earlier, he got to see New Zealand at his boss’s expense and now he’s the boss, he’s returning the favour.

“I get a lot of joy out of making sure that every bit of kit in the fleet is good. It doesn’t matter if it’s a ute for people to get to work, or it’s the highest value unit we have, none of them are pigs, or poorly designed.

“It’s specific to its needs. I’m not an engineer by trade, but I put a lot

Truck & Driver | 61

into how we design stuff, and how we squeak the best tare weights and greatest payloads.”

He says that over the years he’s been told some of his ideas would fall apart and ‘they’ll be left dragging on the road looking like a bit of a silly prick’. That hasn’t been the case.

“We’ve been very lucky with our local engineers, Transport Engineering, Stephen Keast, and also Chris Ward from Transtech Dynamics. Those people will really listen to what you’ve got to say and involve your industry input into the quality of the gear you’ve got.

They’ve certainly put us on the map as far as that’s concerned.”

Wayne believes that the future of the company is very sound, with family members coming through from all parties (Wayne, Dean, and the Richardson Group). He says that their future bodes very well.

“I’m very proud of the fact that family members are coming through and we can keep it going. The biggest problem with rural transporters is that succession planning is never perfect. You think you’ve got a right but when it comes to the crunch, you go to your families to carry on, and there is no interest in it and so you’re left with no option but to sell out.

“A big part of our whole process is to make sure that a succession plan is in place, hence why our name has changed. The original name of the business in 1932 was S&J McRae, and then it became known as Southland Freight Haulage. The Southland part was dropped off and it just became known as Freight Haulage Limited. Then we had a brief interlude with Transpac for about 18 months and then Transport Services [Southland] Ltd was formed and has remained for the past 35 years.”

Wayne’s view of the industry is certainly glowing, he proudly says that it’s a business where anybody that’s got some get up and go can start, drive a truck, and work their way through the business and become a business owner.

“My parents weren’t rich by any stretch of the imagination. When I borrowed my first $30,000 to come into the industry, I paid 21.5%

62 | Truck & Driver

interest (back in the 80s). My parents had to hand over their machinery ownership papers to the bank as security. I remember realising the seriousness of the situation, if I failed, it’s not just me that fails it’s them too.

“I say, whatever you do in your life, banks can take what they like but they’ll never take the skin off your back. My attitude has been to work hard, treat people equally and respectfully. Put your head down and communicate. Communicate with the clients and communicate with the world really. You can achieve anything. I’ve been very lucky that those things have worked.”

He says that their success has been “a collective” but somebody’s got to be the driving force and point it in the right direction, adding that Dean and he complement each other in different ways.

“We wear the place on our sleeve and there’s no job I’d get our drivers to do that I wouldn’t do myself,” says Wayne.

“My passion has always been about goals, ideas and making things happen. I’d wake at 3am and be jotting things down, drawing pictures and shapes, and by the time I got finished it would be 5am. I am always looking to see where we can save something. What are we missing?

What has somebody done better than us? What can we achieve?”

He says; “We’re just humble humble people, I like to see people succeed, it doesn’t matter if it’s the opposition or who it is. If anybody wants to ask a question, which they do, they’ll ring me up and I’ll give them the straight up answer.”

Wayne ends by saying; “I like to be organised and communicate.

Support your local people. Support your community and support anybody out there that needs a hand.”

It’s fair to say that understanding the need for better time management in your late teens is impressive, however, for the young Wayne it was ultimately successful as he did end up having a 60-hectare deer farm that was just up the road from his parents’ place.

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TD33576

WHATEVER YOU DO

FEATURE

A case study in compliance By: Joseph Romanos

Compliance is a key to success in the transport industry. McCarthy Transport worked alongside NZTA when it needed to do better.

TD33576

Mark McCarthy says the company compliance processes weren’t robust and needed an overhaul.

MCCARTHY TRANSPORT CONTRACTS HAS DONE AN impressive job over the past couple of years in improving and tightening its systems to become more compliant with permitting, RUC and other regulations.

With guidance from NZ Transport Agency Waka Kotahi Revenue Compliance officers, McCarthy Transport, a large Whanganui-based freight company that deals mainly with the logging industry, is now an exemplary operator.

A review of McCarthy Transport began in mid-2021 after a referral from the Waka Kotahi Permitting team. It escalated into an investigation that included weight-based assessment. This identified overloading and delays in changing RUC type to reflect the correct permits. The assessment showed an underpayment for selected

vehicles totalling nearly $26,000.

“We ran into a spot of trouble,” says Mark McCarthy, the company’s Managing Director. “Our processes weren’t robust in relation to RUC compliance. Our system needed a review and an overhaul.”

Noting the permit and RUC breaches, plus some other unsatisfactory results, Waka Kotahi organised to meet with McCarthy Transport and noted its willingness to comply with RUC requirements.

“We’ve always wanted to pay our way correctly,” McCarthy says.

The company (248 vehicles – 120 trucks and 128 trailers) looked at its trailers, testing different types of scales and the placement of scales to get a better weight reading on uneven surfaces.

“We’d perfected scales in the suspensions of 3- and 4-axle trailers, Truck & Driver | 65

which proved accurate and were well developed. But with the advent of 5-axle trailers, we had a new challenge, resulting in us building and testing trailers before finally going to air suspension with linked airbags and scales under the bolsters to get the necessary weight accuracy.”

The results have been heartening.

In the 2021 results McCarthy had a 48% non-compliance rate from CVIRs (commercial vehicle investigation reports), meaning 48% of the loads were overweight and over-tolerance. That figure is now down to 4%.

Its CoF pass rate has improved dramatically to 95.5%, compared to the national average of 79%, and its (roadside inspection) RID pass rate is 89%, compared to the national average of 84%.

There were satisfactory results in CVIR events, weigh-in-motion records and a much lower number of permit and other driving breaches.

The company uses E-road for its trucks and has moved to Navman digital hubos for trailers.

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Mark McCarthy says the company’s attitude was it’s a privilege not a right to use the roads and comply with the rules.

“Non-compliance can creep in, especially with logs being weightbased. Picking up logs usually involves the weighbridge for payment being at the end of the journey and even though fitted with scales to assist the driver, there’s a variation of about 2% in accuracy. It’s a constant challenge to comply.”

He says the company has recognised the problem and set in place a policy of loading 1 to 1.5 tonnes below, allowing for tolerance inaccuracy. It’s also embarked on an education programme for its 150 operators and follows up firmly on any incident of non-compliance.

McCarthy says Waka Kotahi was strong in its auditing and seeking full recovery of assessed charges.

“However they realised we were doing our best in a tough world and that understanding led to a better result for both parties. Our history has been to comply. Changes in staff and policy direction mean you have to keep up with people and direction while meeting modern challenges.”

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Above: The McCarthy Transport fleet numbers 248 vehicles – 120 trucks and 128 trailers.

Left: McCarthy Transport predominantly works in the logging sector.

Bottom: A larger tolerance is now policy when loading McCarthy’s logging trucks.

He said there had been some refining of company practices after letting go a non-performing chief operating officer and dealing with some difficult employees and harvesting crews.

“This creates challenges for us to stand our ground and do the right thing while re-establishing an acceptable culture.

“We’ve resolved to meet the tougher challenges in practising policy, people appreciation and firm compliance.

You can’t win all the time, but you can define best practice and with that comes a better culture.”

McCarthy says being compliant helped immensely with employees feeling comfortable to be stopped and checked as part of their daily duties.

“Confident people are comfortable people. Like the All Blacks, mistakes are made occasionally, so fairness and equity in approach are crucial in how a situation is handled.

“Regular focus on compliance, whether CoF, RUC, weight compliance or driver performance, plus good equipment and a good culture lead to happy people and loyal service.”

His advice to other operators is to plan well, consider the risks and expectations from all points of view - your people, your requirements, your customer requirements and the regulator requirements and stand your ground fairly with integrity and compliance.

“Believe in your industry and work with like-minded people to improve it ahead of your personal desires. Stand up and be counted in doing the job right.”

Peter McKay, Manager Revenue Compliance at Waka Kotahi, says his team understands the operational environment is not perfect.

“In this case we were more than willing to work with an operator that was looking to improve its systems and increase its compliance,” says McKay. “At the end of the day any outstanding RUC has to be paid, but most importantly from our perspective, McCarthy Transport was willing to address the causes of its problems and the results speak for themselves,” McKay says.

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Where could it take us ?

H2 GAS

H2 to the fore in `24

Mercedes-Benz Unimog prototype powered with a hydrogen combustion engine at work mowing the edges of a German motorway.

From roadside mowers to super-size Mine Haul trucks, hydrogen trials are underway throughout the world in 2024.

TESTING OF THE PROTOTYPE MERCEDESBenz Unimog which is trialling hydrogen combustion engine technology has started in real world operations.

Mercedes-Benz Special Trucks has spent two years developing the Unimog implement carrier prototype to research the conditions under which hydrogen combustion can be a supplement to battery-electric and fuel-cell-based drives – in particular for vehicles with limited packaging space and the need low weight.

The prototype is configured as a mower for highway verges and testing was carried out on a decommissioned section of the highway between Bayreuth and Bamberg, Germany. Engineers collected measurement data when mowing the verge, accelerating and refuelling with gaseous hydrogen at a public gas station.

Practical testing at low temperatures and in varied topography is an important step in the ongoing “WaVe” development project, in which 18 partners are working together on the hydrogen combustion engine drive concept.

The test vehicle is based on the Unimog U 430 implement carrier. A specially converted natural gas engine with tank, safety and monitoring systems as well as measurement technology is installed for the alternative hydrogen technology drive.

Hydrogen combustion produces water, which is discharged as steam via the exhaust system. The wheelbase and platform length are dimensioned so that the hydrogen tanks can be installed behind the cab.

The four TÜV-certified, 700-bar highpressure tanks hold a total of around 14kg of gaseous hydrogen. They are combined into two double tanks, each of which is operated independently of each other with a tank control unit. In a next development stage, the engineers aim to increase the volume to be able to cover a regular working day.

The hydrogen engine delivers around 290 hp/1000 Nm and is noticeably quieter than its diesel equivalent. The prototype was equipped with a front mower featuring two mowing heads in order to gain further

insights in work mode.

The development of the test vehicle with a hydrogen combustion engine is taking place within the framework of the publicly funded “WaVe” project. The project, funded

by Germany’s Federal Ministry for Economic Affairs and Climate Protection, is being jointly implemented by 18 partners from industry and science and started in July 2021.

The objective of the WaVe project is to examine the extent to which a conventional diesel engine as a multi-energy distributor for the traction drive and all power take-offs can be substituted by a hydrogen-powered combustion engine.

Daimler Truck’s main development focus is on battery-electric drive systems and hydrogen fuel cells. However, hydrogen combustion can be another option for the decarbonisation of Daimler Truck’s drivetrain portfolio and the initial results from the WaVe project show that the hydrogen combustion engine can be a complementary solution for special applications.

Truck & Driver | 69

H2 GAS

Where could it take us ?

Hydrogen combustion engines provide a zero-carbon option for vehicles not suited to the weight and space requirements of batteries.

“The hydrogen combustion drive concept can serve as a blueprint for power-intensive applications in the specialty vehicle sector.

Hydrogen combustion can make it possible to drive and work with very low emissions

on construction sites, in municipal or agricultural sectors,” says Dr. Günter Pitz, Head of Powertrain Development at Mercedes-Benz Special Trucks.

Daimler Trucks sees hydrogen

combustion as potentially a viable mode of propulsion for the future because of the limited installation space and the high performance required for operation involved with this type of vehicle.

Giga FC trial begins THE PROTOTYPE FUEL CELL ELECTRIC heavy truck that held centre stage for Isuzu Group at the Japan Mobility Show in October is now testing on public roads in Japan.

The Isuzu Giga Fuel Cell, co-developed in partnership with Honda, has an initial test schedule running through to September 2024 in preparation for a 2027 market

introduction.

The public tests are being staged in the Tochigi, Saitama, Tokyo and Kanagawa prefectures with assistance from Isuzu Logistics Co. and Honda Logistics Co. Isuzu and Honda believe that FC technology, utilising hydrogen as fuel resulting in no CO2 emissions - will be Isuzu Giga FC is being tested ahead of production planned for 2027.

70 | Truck & Driver

effective to achieve carbon neutrality of heavy-duty trucks while achieving highefficiency transportation with the capability for long-distance driving, large load capacity, quick refuelling.

Since the signing of an agreement in January 2020 to conduct joint research on FC-powered heavy-duty trucks, the two companies have been working on the verification of the compatibility of the FC system and a foundation for basic technologies such as vehicle control technologies and refuelling.

The test vehicle is an 8x4 low deck rigid based on the Isuzu CYJ model and operating at 25t maximum GCM. The 320kW electric motor is driven by power generated using Honda’s solid polymer FC stack technology and the Giga Fuel Cell carries 56kg of gaseous hydrogen stored at 70MPa. A high-voltage lithium-ion battery pack stores the electricity generated onboard and from regenerative braking and at present the prototype has an estimated driving range of 800km.

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H2 GAS

Where could it take us ?

New roles for GM fuel cell SPECIALIST TRUCK MANUFACTURER Autocar Industries is collaborating with General Motors to develop a range of zero tailpipe emissions vocational vehicles powered by GM’s Hydrotec power cubes.

GM will supply Autocar with Hydrotec fuel cells to electrify vocational vehicles, from cement mixers to terminal tractors Autocar, a market leader in customised vocational trucks, views this initiative as an important expansion in offering robust, zero tailpipe emissions solutions to customers.

Fuel cell technology offers an additional

energy propulsion option to support Autocar’s vocational customers’ move toward EPA requirements.

Hydrogen fuel cells are a key component of GM’s electrification strategy which extends beyond battery-powered passenger vehicles.

Fuel cells combine hydrogen and oxygen to generate electricity through an electrochemical reaction. The fuel cell enables the conversion of energy stored in hydrogen into electricity to power a vehicle.

Since fuel cells are lightweight and enable large payloads, excellent range, quiet operation and rapid refuelling, they can meet the needs of the heaviest duty applications.

With regulations rapidly changing in many countries, fuel cell-powered vehicles have the added advantage of zero tailpipe emissions when compared to diesel vehicles.

“EV propulsion systems like GM’s Ultium Platform are great solutions for electrifying passenger vehicles, but larger vehicles like Autocar’s class 8 trucks, refuse trucks and terminal tractors require robust solutions that

enable significant energy carrying capacity and fast refuelling times,” says Charlie Freese, GM executive director, Global Hydrotec.

“We want to enable zero tailpipe emissions solutions for the largest, highest energy consuming vehicles, and fuel cells are ideal for the most energy intensive applications.”

These jointly developed trucks will be powered by GM’s Hydrotec power cubes, which are GM’s fuel cell propulsion system solution for these very demanding commercial vehicles. The power cubes are compact, easy to package, scalable and can electrify vehicles and applications across a variety of industries, from freight trucking, aerospace and locomotives to power generation.

The first of these vehicles is expected to go into production in 2026 at the Autocar Truck Plant in Birmingham, Alabama. Vehicles will be built to order by Autocar and will be sold directly to customers. Cement mixers, roll-off and dump trucks, which all share a common architecture, will be built first, followed by refuse trucks and terminal tractors.

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Where could it take us ?

H2 GAS

The GM Hydrotec power cube (facing page) will be tested in the specialist vocational models built by Autocar Industries (above).

“Autocar provides customised vocational trucking solutions, and as regulations change, we see Hydrotec fuel cells as an additional avenue for our customers to meet their EPA requirements with zero tailpipe emissions vehicles,” says Eric Schwartz, president, Autocar.

“GM’s scale, reliability and the capability of their Hydrotec fuel cell technology will enhance Autocar’s existing platforms.”

Each power cube contains more than 300 hydrogen fuel cells, along with thermal and power management systems and proprietary

controls to fuel cell and battery life and performance while optimizing cold start capability. The Hydrotec power cube provides 77kW of power and is much quieter than a conventional diesel propulsion system.

Multiple power cubes can be arrayed in a vehicle for even higher power ratings.

Triz Engineering will provide expert integration support for power distribution between the fuel cell and batteries, which store electricity that is captured from regenerative braking or is created by the Hydrotec power cubes. Triz Engineering is a commercial vehicle

engineering company owned by GVW Group, which also owns Autocar.

“We have carefully studied existing severe duty vocational trucks to understand their specific demands and requirements,” says Johann Vorster, president of TRIZ Engineering.

“With GM and Autocar, we have built a fuel cell application that is unique within vocational vehicles — giving severe duty trucking more options to be truly rugged and capable of achieving zero tailpipe emissions.”

GM’s fuel cell power cubes will be produced

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Toyota is pioneering hydrogen transport in Australia with a Hiace prototype equipped with a hydrogen combustion engine.

Toyota’s Australian H2 pilot AUSTRALIA IS GETTING AN EARLY CHANCE TO TEST THE potential for hydrogen combustion engines with Toyota launching a customer pilot programme from late-November.

A prototype HiAce powered by a hydrogen-fuelled internal combustion engine is trialling the new powertrain technology which offers ultra-low CO2 tailpipe emissions.

Toyota has a global multi-pathway approach to decarbonisation that also includes significant investments in carbon-neutral fuels as well as hybrid-electric, plug-in hybrid-electric, battery-electric and fuel-cell electric vehicles.

The prototype Hydrogen HiAce is being driven in real-world conditions by Australian companies to evaluate the technology and provide feedback to support further development.

“This technology offers the potential for Toyota to produce vehicles that meet the practical requirements of commercial customers while dramatically reducing CO2 tailpipe emissions,” says Toyota Australia President and CEO Matthew Callachor.

“Toyota Australia is firmly committed to playing a leading role in the development of Australia’s hydrogen economy.

“Running the pilot programme for this new hydrogen powertrain technology builds upon our substantial development and investment in the hydrogen space.

“Australia is the perfect place to run such a programme with our Federal and State Governments having already committed $6.3 billion in funding for hydrogen projects under the National Hydrogen Strategy.

“We also have an extensive variety of environments and climatic conditions that will enable us to evaluate the hydrogen powertrain technology to its fullest and ensure it delivers on Toyota’s high standards,” he says.

Toyota began development of the hydrogen-fuelled internal combustion engine technology in Japan in 2017, which then debuted in 2021 in a Corolla Sport that was raced in four rounds of the Super

Taikyu series in Japan.

Taking the experience and knowledge gained from testing in extreme motorsport conditions, Toyota then developed the technology further to meet emissions standards before adapting it for use in the HiAce. The Toyota HiAce was chosen as the vehicle to pilot the new technology for several reasons.

From a packaging perspective, it offers the opportunity to install the engine up front and the hydrogen tanks under the floor, ensuring minimal impact on its internal space and payload.

It is also the type of vehicle that is often used for short “back-tobase” commercial operations, whether that is transporting people in the 12-seat HiAce Commuter bus or goods in the HiAce van.

The prototype Hydrogen HiAce in the Australian pilot is powered by the V6 turbo petrol engine available in some markets for the LandCruiser 300 Series. It drives the rear wheels through a 10-speed automatic transmission.

The engine has been modified to run on compressed hydrogen gas, using a unique direct-injection system that has enabled it to meet Euro VI emission standards. Maximum power output is 120kW

Truck & Driver | 75

H2 GAS

Where could it take us ?

Above: A hydrogen refuelling station has been built in Melbourne.

Below: Hydrogen combustion engines produce zero CO2 emissions and small amounts of NOx that are cleaned to Euro 6 levels with an SCR system. with a peak torque of 354Nm. While the hydrogen powertrain results in almost zero CO2 tailpipe emissions, the process of igniting hydrogen in the engine generates small amounts of oxides of nitrogen (NOx), that have been reduced to meet the Euro VI emission standards by using a selective catalytic reduction (SCR) system.

The prototype’s three hydrogen tanks are similar to those used in the second-generation Mirai fuel-cell electric car. Toyota is working on optimising the powertrain by enhancing the hydrogen storage, improving combustion, and exploring the possibility of adding hybrid technology.

The Australian pilot programme is aimed at fast-tracking the development of the new powertrain and will see a variety of potential customers using the vehicle for either commuter or delivery-type operations.

The first will be CPB Contractors, one of Australia’s leading

76 | Truck & Driver

designers and builders of large-scale infrastructure, and Toyota is currently speaking to a number of other interested companies.

CPB Contractors will use the Commuter version of the HiAce to transport workers at a major infrastructure project in Melbourne.

The Hydrogen HiAce pilot programme builds on Toyota Australia’s significant development of projects that aim to grow Australia’s hydrogen economy. In October, Toyota signed a Memorandum of Understanding (MOU) with Hyundai Australia, Ampol and Pacific Energy to jointly develop hydrogen refuelling infrastructure.

Both Hyundai and Toyota currently have fuel cell electric vehicles (FCEV) fleets operating in Australia, while Ampol and Pacific Energy are heavily investing in energy solutions to support customers through the energy transition.

The goal of the MOU is to combine the expertise and capabilities of each of the partners to help develop hydrogen refuelling stations for FCEVs in Canberra.

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The new Scania Super powertrain, with the combustion engine as its centrepiece, will deliver a fuel saving of at least 8 % compared to Scania’s current 13 l engine (DLU).

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Where could it take us ?

H2 GAS

A 320 tonne Komatsu 930E mine haul truck will be fitted with a GM developed hydrogen fuel cell.

Komatsu and GM collaborating GENERAL MOTORS AND KOMATSU WILL co-develop a hydrogen fuel cell power module for Komatsu’s 930E electric drive mining truck, the world’s best-selling ultra-class haul truck.

GM, a leader in hydrogen fuel cell technology, and Komatsu, a global manufacturer of mining and construction equipment, will jointly design and validate the technology.

Lightweight and quick to refuel, hydrogen fuel cells are ideal for electrifying applications traditionally powered by diesel engines. Hydrogen provides an effective method to package large quantities of energy onboard the vehicle, without compromising payload carrying capacity.

Additionally, fuel cells provide an excellent zero tailpipe emissions solution for vehicles with extreme hauling requirements, like the Komatsu 930E mining truck, with its nominal payload of 320 tons. These vehicles typically operate at a single mine throughout their life, which simplifies the challenges of sizing and deploying an effective hydrogen refuelling infrastructure to service the vehicle fleet.

“We believe fuel cells can play an integral role in a zero-emissions future, helping to electrify heavier-duty applications, beyond passenger vehicles,” says Charlie Freese,

executive director of GM’s Global HYDROTEC business.

“Mining trucks are among the largest, most capable vehicles used in any industry, and we believe hydrogen fuel cells are best suited to deliver zero emissions propulsion to these demanding applications.”

Komatsu’s fuel cell-powered mining trucks will provide an additional pathway for decarbonization beyond battery-trolley or battery-static charging solutions, without the need for additional charging infrastructure within mines.

Komatsu has set a target of reducing its global emissions by 50% by 2030 and a challenge target of achieving carbon neutrality by 2050. The plans for achieving these goals include reducing and eliminating emissions within the company’s product offerings, as well as in the company’s facilities and production of its products.

Komatsu also works closely with its customers on reducing and eliminating emissions during product use through optimization programs supported by Komatsu technology and service solutions.

GM’s target is to be fully carbon neutral in both products and operations by 2040.

“Finding new ways to power the equipment

our customers need to do the vital work of mining and construction is a critical part of our commitment to supporting a more sustainable future,” said Dan Funcannon, vice president of North America engineering and development for Komatsu.

“This is essential work that requires crossindustry collaboration, and we are excited to be working with GM on this important solution for a haulage offering without tailpipe emissions.”

GM and Komatsu intend to test the first prototype Hydrotec-powered mining vehicle in the mid-2020s at Komatsu’s Arizona Proving Grounds (AZPG) research and development facility. This vehicle will be powered by over 2 megawatts of Hydrotec power cubes.

GM has been conducting fuel cell research and product development for more than 50 years and is one of the only companies with advanced, homegrown technology platforms for both lithium-ion batteries and hydrogen fuel cells. GM and Komatsu believe these complimentary technologies can help spur the adoption of lower-emission mobility solutions and help other industries beyond passenger vehicles meet their sustainability goals.

Truck & Driver | 79

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FEATURE

History in the making THE FOURTH VOLUME COMPLETING A SERIES TRACING the history of Taumarunui’s trucking industry is now available.

From Low Gear to Overdrive Vol 4 was launched at a function held mid- November at the Taumarunui RSA. It marks the end of a project that began 15 years ago when John Poole brought the idea to the fledgling Taumarunui & Districts Historical Society, which was setting itself up to research and publish more stories of the area’s past.

John also came up with the title, From Low Gear to Overdrive, which totally describes the progress seen in trucking over the years.

The desire for a book on the history of trucking first arose after sawmilling and road transport reunions were held in the mid-to-late 1980s and grand parades of vehicles were held in the town.

With great foresight Bob Mossop and Ron Cooke interviewed many of the truckies at the time. These recordings have been invaluable for the production of the books, first envisaged as one book but eventually culminating in four volumes.

An excerpt from a sawmiller’s reunion tape where Bob Mossop was speaking with a group of men about timber trucks after the war. One commented: “I can see it now. Trucks from Manunui on the Punga hill. On a hot sunny day you could see the dust from the top to the bottom. Thirty trucks most of the time, doing three trips a day, truck after truck. The transport industry was made up on that Punga Hill.”

The water cooled braking system that was devised to handle this long treacherous drive down the Pungapunga hill features in the book.

Author Ron Cooke says this had been the hardest volume to put together with many further questions he would have liked to have ask of those who are no longer with us.

His “go-to-people” are getting thinner on the ground. Ron especially thanked Trevor Coker, Gavin Abbot and Ben Uncles for their input.

Above: John Poole came to the launch in his family’s beautifully restored 1942 Chev. John has been in the driver’s seat for this project since 2008 when it was agreed to get on with producing a trucking history book.

Below: Artwork on the cover of Volume 4 is by Grant Sharman.

Truck & Driver | 83

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Top: Members of the Deadman family attended the launch, bringing two restored trucks over from Taupo. This 1974 Pacific P9 and also their International RF 195, the restoration of which features in the book. From left Lucus, Andrea, Bob and Marcus Deadman.

Left: The seeds for a trucking history book were planted at the 1987 Road Transport Reunion in 1987.

Below Left: Members of Taumarunui & Districts Historical Society were kept busy selling copies.

Below Right: The finding and consequent restoration of the Deadman family’s International RF 195 features in the book and it was appropriate to have the grand old lady parked outside Taumarunui RSA for the book launch. Marcus Deadman had driven her across from Taupo and stands beside great grandfather Eric’s old truck.

Stories in volume four range from the very early years right up to current times with a chapter on “local boy made good” Robin Ratcliffe and his Modern Transport Engineering operation which builds state of the art specialist trailers.

It wouldn’t be the King Country without trucks involved in bush work and sawmilling featuring. Quarrying, road building, fuel and cement delivery, bus operators and service cars up at the Chateau are also included.

While the first three volumes feature period photographs on the cover, the cover of the fourth volume is an original illustration which has an intriguing story of its own.

Grant Sharman has painted Anderson Bros. logging truck from a late 1940s photo.

Grant is married to Bob Anderson’s daughter Jenny.

Contacting Jenny seeking more detail on her Dad’s operation, Ron became aware of Grant’s talent with a paint brush and invited him to create the cover. Grant took up the challenge and this impressive artwork is the result.

Copies of From Low Gear to Overdrive Vol 4 are available from www.rollbacktheyears.co.nz or tdhs08@farmside.co.nz and at local book shops in Taumarunui and Te Kuiti.

Truck & Driver | 85

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National Road Carriers

Road network urgently needs a 50-year plan

T

HERE IS MUCH TO CELEBRATE ABOUT THE SPEED AT WHICH Waka Kotahi has constructed the new 124-metre bridge on State Highway 25A between Kōpū and Hikuai. Re-opening the road reconnects communities that have become increasingly isolated and provides a much-needed economic lifeline for businesses hit repeatedly by economic shocks. From Covid to cyclones, the Coromandel has been hit hard.

It’s important to recognise the significance of this engineering feat by Waka Kotahi and its contractors.

However, we need to stay grounded about how we got to this point. Yes, State Highway 25A failed following the repeated extreme weather events last summer. But the reality is the increasing fragility and lack of resilience had been in the making for some time.

Inadequate maintenance and poor drainage likely led to gradual water egress under the surface. When Cyclone Hale hit, the already waterlogged soil could take no more, and the road slumped and cracked before it fell away altogether.

The re-connecting of SH25A shows just how powerful a shared desire by central and local Government to streamline processes and expedite contracts can be. The work coming in ahead of schedule and under budget.

And this is where we need to be careful not to kid ourselves. This has come at immense cost to the communities and businesses of the Coromandel and was likely avoidable had appropriate maintenance been carried out.

Further north we see a similar situation with State Highway 1 through the Brynderwyns being a problem since the 1960s. It has a history of continual slip and under-slip issues requiring repair. If ever there was a better example for why we need a 50-year roading infrastructure plan you could say the Brynderwyns epitomises it – talk of a Brynderwyn diversion has been happening since the 1970s.

New Zealand has a history of lack of leadership when it comes to roading infrastructure - we consult everything to death, and everyone’s an armchair expert. We move at a glacial speed and it’s not until we are faced with catastrophic failure that we find a way to move forward.

James Smith, GM Policy and Advocacy, National Road Carriers Association We are potentially one major weather event away from a significant roading failure with the Brynderwyns. If this happens there is no quick fix and Northland would be faced with a very long wait for a bypass.

This section of SH1 consists of seven or eight corners on a steep slope. Repairs require space to be dug out of the uphill slope to move the road across while the existing series of under-slips are simultaneously remedied. This work cannot occur while the road remains open - there is simply not enough space. But repairs are a critical priority due to the precarious state of the road. To do nothing is not an option.

A planned road closure will enable authorities to prepare detour routes to accommodate both commuter and freight traffic safely.

Recent weather events led to diversions that exposed weaknesses across the detour network, but these learnings can now be used to enable officials to plan diversions far more safely and minimise disruption.

There is no doubt a two-month closure will still feel like an ‘economic barricade’ for the communities and businesses of Northland. Like the Coromandel it will come at a cost and that is why NRC is calling on authorities to provide financial support through a resilience fund for affected businesses.

Repairing SH1 is the first part of the Government’s ongoing commitment to Northland. Continuing to invest in the ongoing maintenance of the Brynderwyns, while fast tracking the consenting, design and build process for the bypass is the second part. Just like SH25A, once the paperwork is ticked off the bypass can progress at pace, unconstrained by other road users and likely delivering similar savings in time and money. But first it must be prioritized.

Looking ahead, the only way to avoid repeats of devastating network failure is to develop a 50-year roading infrastructure plan that delivers a safe, productive, and resilient roading network.

The plan, and its funding, must be overseen independently from Government to ensure the emphasis remains on the long term not the three-year election cycle.

Truck & Driver | 87

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New Zealand Heavy Haulage Association

Focus on the compliance basics Jonathan Bhana-Thomson

T

By Jonathan Bhana-Thomson – Chief Executive, New Zealand Heavy Haulage Association

HE REQUIREMENTS FOR OVERSIZE LOADS CONTAINED IN THE VDAM regulations have been there for many years. They are for the safe transport of loads and the safety of other drivers on the road at the same time.

Transport operators working within the oversize sphere are likely to be familiar with the requirements, but there are also operators new to the sector who need to get to grips with the rules.

Cat 3 and 4 loads the restrictions ensure that they travel at off peak times everywhere around the country.

Adherence with these travel time restrictions in the urban areas is key to making sure that oversize loads do not inhibit the flow of traffic at these times, and that safety is maintained as a result.

Compliance with these will improve the safety profile of the oversize industry.

Load Identification

Road Use Restrictions

The first step is to identify which category an oversize load is in.

These categories are defined in the graph in the Vehicle Dimensions and Mass Rule (and in the NZTA’s Fact Sheet 53). This includes the combination of both width/forwards distance, but also there are specific requirements for being overheight, overlength, as well as having excess forward or rear overhang.

There are restrictions on specific roads that can be used - in particular the use of motorways. Large sections of the Auckland Motorway network are not able to be used by loads that exceed 3.1m in width or 4.3m in height. These loads must use alternate routes on local roads. The smaller specific sections that can be used by oversize loads are detailed in the VDAM Rule. The outcome is that outside of the approved areas, generally loads with an Oversize sign or being piloted should not be seen on the Auckland Motorway network.

Load Conspicuity The marking of the load with flags or hazard panels is an important way for other road users to identify that a load is overwidth. Flags can be used for Cat 1 loads during the day, but at night hazard panels need to be displayed. If you are going to travel is likely to extend into the evening, then it’s best to fit hazard panels in the first place.

There are also requirements for lighting of the load with extra marker lights on the front and side, depending on the category of the load. For the load transporter an oversize sign is required if the load exceeds 3.1m and it is piloted; and it also needs to display an amber flashing light if at night, or over 3.7m in width at any time, or if the load is piloted.

Travel Times The restrictions on travel times are there to prevent smaller oversize loads travelling at peak travel times – mainly in the listed city areas during the week, and at main travel times on the weekend. For wider

Load Pilots These are the primary way for other drivers to be provided advance warning that an oversize load that is wider than a normal truck is coming towards them and may be impinging into their lane.

It is important that the load pilot is placed ahead of the load so that enough warning is provided, but not so far ahead that the oncoming drivers disconnect the two. Traffic flows, local road conditions, and the size of the load all determine this and the use of a knowledgeable and experienced load pilot is an important part of ensuring the safety of oversize and overwidth loads.

The requirements about when and how many pilots are required are contained in the VDAM Rule. Any advice given in this column needs to be checked against the requirements for a specific oversize load in the Rule.

Truck & Driver | 89

Isuzu take back number 1 position...just

Isuzu led the truck segment of New Zealand’s heavy commercial vehicle market in 2023, finishing just four units ahead of Fuso.

ISUZU HAS NARROWLY SECURED THE NUMBER ONE ranking in the New Zealand new truck market after a year-long duel with Fuso ended with only four units separating the Japanese brands in 2023.

It’s a return to the top spot for Isuzu which had been the truck market leader for 21 years until Fuso moved ahead to secure two years of leadership in 2021 and 2022.

The NZTA registration data for 2023 also confirms a new record for new truck sales (with a GVM above 4.5 tonnes) with 6,183 registrations for the full year. The market finishes the year showing a slight increase of 3.27% compared to 2022 (5987 registrations) with the rate of growth slowing as the year progressed.

The new trailer market also achieved year-on-year growth with total registrations of 1547 units last year up from the 1440 total achieved in 2022. It’s still some way behind the all-time record for registrations which remains the 1714 new units achieved in 2018.

Isuzu not only topped the truck market but also grew its market share during 2023. Closing the year with 191 registrations during November and December boosts the Isuzu registration total to 1224 units and its full-year market share climbs from 18.7% to 19.8%.

Fuso (1220 full year/191 Nov-Dec) retains second place however records a slight market share decrease from 20.9% of the market in 2022 to 19.7% in 2023.

Hino and Scania continue to hold third and fourth place respectively with Hino numbers of 757 (full year) and 97 (Nov-Dec) ahead of Scania (656/104). Hino did however drop share from 15.8% in 2022 to 12.2% in 90 | Truck & Driver

2023 while Scania grew sales last year with 8.6% in 2022 to 10.6% in 2023.

Iveco (343/69) holds fifth position for the year ahead of Mercedes-Benz (333/85), UD (315/40), Volvo (312/49), DAF (256/49) and Kenworth (200/31) completing the top-10.

Volvo (up 66.8% year-on-year), DAF (up 69.5%) and Mack (up 63%) were the brands to make the largest gains in 2023.

And in sharp contrast to the passenger car sector where Chinese brands made major inroads in 2023 the opposite applies in the heavy commercial sector. Foton (down 71%), Sinotruk (down 311%) and Shacman (down 220%) all sold significantly fewer trucks than in 2022.

In the crossover 3.5-4.5t GVM market segment, long-time sector leader Fiat (452/205) remains dominant. Posting 205 registrations in November/ December sees Fiat claim 33.0% of the market for the year. Mercedes-Benz (288/60) is a distant second, followed by Iveco (212/53) and Ford (186/64).

The 4.5-7.5t GVM segment is Fuso’s (625/86) strongest performing segment accounting for just over half of its sales. It holds 35.3% market share ahead of Isuzu (393/63) with a 22.2% share. Iveco (181/35) ranks third, followed by Mercedes-Benz (168/61) and Hino (149/18).

In the 7.5-15t segment, Isuzu (512/69) is the clear market leader, well ahead of Fuso (245/64) and Hino (192/19).

Hino (104/13) clearly leads the 15-20.5t division ahead of Fuso (54/9) in second. UD (52/3), Isuzu (40/13), Scania (29/4) and Mercedes-Benz (16/3) are next.

The 20.5-23t category continues to represent a tiny slice of the market with only 41 registrations. Hino (19/1) holds a commanding 46% market

Above: It was a big year for Fruehauf topping the trailer market in 2023. The Cargobull Superquad has been a major contributor to the brand’s strong results for the 2023 year. This new 15.5m unit features Jost wide track 22.5 disc braked axles, Fruehauf branded polished alloy wheels, alloy drop guards Schmitz Cargobull dual temp fridge with Schmitz telemetry system, Hella LED lights and a 7.2t per axle floor rating.

Below right: Scania continued to grow its sales numbers and market share in 2023 and is a clear leader in the over 23-tonne Premium segment.

share ahead of Scania (10/4) and Fuso (6/0) is third.

In the premium 23t-maximum GVM segment, 2929 new registrations during 2023 represents a new record. It’s 14.4% ahead of last year’s total registrations of 2560 units which is also the previous record year.

Scania (616/95) enjoys sales leadership in the premium category for the fourth consecutive years and now holds a 21.0% market share but the rest of the rankings are significantly changed compared to 2022.

Volvo (306/39) climbs from seventh position in 2022 into second with an impressive 73% increase year-on-year while Hino (292/45) holds third place. Fuso (290/32) is down one spot on its 2022 ranking in fourth ahead of Isuzu (274/44). UD (251/34) ranks sixth, while DAF (245/49) moves up a spot and Kenworth (200/31) drops to eighth, ahead of Mercedes-Benz (141/19), Iveco (108/26) and MAN (89/10).

The major headline for the trailer market in 2023 sees Fruehauf (192/28) ending Patchell’s 13-year reign at the top. Fruehauf registered 22 more trailers in 2023 than it did in 2022 and grew its market to 12.4% - up from 9.6% last year.

Patchell (157/21) actually achieved more sales (up from 146 last year) and a larger market share (up from 9.6% in 2022 to 10.1% last year) in spite of slipping to second position.

Domett (118/14) moved ahead of Roadmaster (110/18) holding third and fourth respectively while Transport Trailers (106/14) moves into fifth ahead of TMC (100/14). MTE (58/5) holds seventh ahead of Freighter (45/3) and Transfleet (45/4) tied in eighth while TES (41/9) rounds out the top-10 for 2023.

Truck & Driver | 91

A new UD Trucks CG32-460AS 8x4 is working for Wasteco Invercargill doing Hydro Vac work in the Southland region. The truck set-up was completed by Parks Garage (Engineering) in Christchurch. Powered by a GH11TD engine developing 460hp with 2230Nm at 1000rpm, the CG has an ESCOT-VI 12-speed automated manual transmission and eight bag rear air suspension. Sold by Darin McAlister from Commercial Vehicle Centre (Christchurch).

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

Vol 1224 1220 757 656 343 333 315 312 256 200 146 105 103 57 44 23 17 16 15 11 10 20 6183

2023

% 19.8 19.7 12.2 10.6 5.5 5.4 5.1 5.0 4.1 3.2 2.4 1.7 1.7 0.9 0.7 0.4 0.3 0.3 0.2 0.2 0.2 0.3 100

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

Vol 452 288 212 186 91 57 43 21 18 1 1 1370

2023

% 33.0 21.0 15.5 13.6 6.6 4.2 3.1 1.5 1.3 0.1 0.1 100

4501-7500kg GVM Brand FUSO ISUZU IVECO MERCEDES-BENZ HINO FOTON HYUNDAI VOLSWAGEN CHEVROLET FIAT OTHER Total 92 | Truck & Driver

Vol 625 393 181 168 149 70 67 57 33 15 11 1769

2023

% 35.3 22.2 10.2 9.5 8.4 4.0 3.8 3.2 1.9 0.8 0.6 100.0

Nov/Dec Vol % 19.5 191 191 19.5 97 9.9 104 10.6 7.0 69 85 8.7 4.1 40 49 5.0 49 5.0 3.2 31 1.7 17 1.0 10 1.4 14 1.0 10 0.4 4 1 0.1 0.1 1 1 0.1 0.4 4 0.0 0 0.5 5 0.6 6 979 100 Nov/Dec Vol % 205 43.1 60 12.6 53 11.1 64 13.4 71 14.9 16 3.4 3 0.6 4 0.8 0 0.0 0 0.0 0 0.0 100 476 Nov/Dec Vol % 86 28.4 63 20.8 35 11.6 61 20.1 18 5.9 9 3.0 12 4.0 10 3.3 3 1.0 4 1.3 2 0.7 303 100

23,001kg-max GVM

Scania leads the premium truck segment 7501-15,000kg GVM Brand ISUZU FUSO HINO FOTON IVECO HYUNDAI UD TRUCKS MAN MERCEDES-BENZ VOLVO DAF SCANIA OTHER Total

Vol 512 245 192 76 41 35 12 9 8 5 2 1 1 1139

2023

% 45.0 21.5 16.9 6.7 3.6 3.1 1.1 0.8 0.7 0.4 0.2 0.1 0.1 100

Vol 104 54 52 40 29 16 13 8 7 10 333

2023

% 31.2 16.2 15.6 12.0 8.7 4.8 3.9 2.4 2.1 3.0 100

Nov/Dec Vol % 69 39.4 64 36.6 19 10.9 8 4.6 7 4.0 2 1.1 3 1.7 0 0.0 2 1.1 0 0.0 0 0.0 1 0.6 0 0.0 175 100 Nov/Dec Vol % 13 23.2 9 16.1 3 5.4 13 23.2 4 7.1 3 5.4 1 1.8 0 0.0 0 0.0 10 17.9 56 100

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

Vol 19 10 6 4 1 1 41

2023

% 46.3 24.4 14.6 9.8 2.4 2.4 100

Vol 616 306 292 290 274 251 245 200 141 108 89 44 23 17 16 11 5 1 2929

2023

% 21.0 10.4 10.0 9.9 9.4 8.6 8.4 6.8 4.8 3.7 3.0 1.5 0.8 0.6 0.5 0.4 0.2 0.0 100.0

Trailers

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

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

Nov/Dec Vol % 1 16.7 4 66.7 0 0.0 1 16.7 0 0.0 0 0.0 6 100

Brand Vol 192 FRUEHAUF PATCHELL 157 DOMETT 118 ROADMASTER 110 TRANSPORT TRAILERS106 TMC 100 M.T.E. 58 FREIGHTER 45 TRANSFLEET 45 41 TES JACKSON 36 FAIRFAX 34 CWS 32 HAMMAR 26 MTC EQUIPMENT 24 24 TIDD 22 TANKER KRAFT 21 JAKO 16 MILLS-TUI 16 STEELBRO 15 MJ CUSTOMS 14 LUSK 13 PTE 12 11 KOROMIKO EVANS 11 MD ENGINEERING 10 FELDBINDER 10 LOWES 9 MAKARANUI 9 LOHR 9 SEC 9 WARREN 9 8 ADAMS & CURRIE MAXICUBE 7 LANGENDORF 6 TEO 5 LILLEY 3 OTHER 154 Total 1547

2023

% 12.4 10.1 7.6 7.1 6.9 6.5 3.7 2.9 2.9 2.7 2.3 2.2 2.1 1.7 1.6 1.6 1.4 1.4 1.0 1.0 1.0 0.9 0.8 0.8 0.7 0.7 0.6 0.6 0.6 0.6 0.6 0.6 0.6 0.5 0.5 0.4 0.3 0.2 10.0 100

Nov/Dec Vol % 95 21.8 39 9.0 45 10.3 32 7.4 44 10.1 34 7.8 49 11.3 31 7.1 19 4.4 26 6.0 10 2.3 4 0.9 2 0.5 1 0.2 1 0.2 0 0.0 3 0.7 0.0 0 435 100.0

Nov/Dec Vol % 28 12.3 21 9.3 14 6.2 18 7.9 14 6.2 14 6.2 5 2.2 3 1.3 4 1.8 9 4.0 7 3.1 2 0.9 6 2.6 3 1.3 4 1.8 3 1.3 5 2.2 1.8 4 0 0.0 2 0.9 2 0.9 3 1.3 1 0.4 1 0.4 2 0.9 2 0.9 3 1.3 2 0.9 0 0.0 1 0.4 2 0.9 1 0.4 0.9 2 0 0.0 2 0.9 1 0.4 0 0.0 0 0.0 36 15.9 227 100

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The first Hino in the Silverdale-based fleet of Neville Bros. Carriers is a new 500 Series 6x4 for metal and aggregate cartage in the Auckland region.

The FM 2635 in medium wheelbase with 6-rod rear suspension has a Euro 5 350hp powerplant and a 9-speed manual transmission. It’s equipped with a heavy duty 7.5t front axle and TransFleet Roc-Tuff tipper body. Features include Vehicle Stability Control with SAR, cruise control and Alcoa alloys. The signwriting was completed by Frank Bogaart Signs.

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y Lime Haulage, a subsidiary of OTL Group has taken delivery of two new Kenworth K200 Aerodyne stock units in identical specs and finished in the metallic blue company colours. Power is provided by 550.578hp Cummins X15 engines with Eaton Ultrashift transmissions, Meritor 46-160 rear axles with full X-locks, load share front suspensions and Airglide 460 rear suspension. Disc brakes and Dura-bright alloys are fitted and the cabs feature a fridge and optional back wall storage locker. Truck decks were manufactured in Otorohanga by Grey Engineering and are fitted with Total stock crates. Fleet number 67 is driven by Russell Derby based in Te Kuiti and number 69 is Kaikohe-based and driven by Todd Campbell-Wilson.

Stu Young’s Dirtworx Hawke’s Bay bulk and civil operation based at Onekawa has added a new DAF CF FAT Sleeper Cab to its fleet. The 6x4 has a 530hp Euro 6 Paccar MX-13 and 16-speed TraXon transmission, SR1364 rear axles with diff locks, air suspension, disc brakes and full safety package.

Extras include an alloy bumper, painted visor and fridge.

Transport Trailers in Hamilton built the 5m alloy tipper body and alloy 5-axle trailer.

Truck & Driver | 95

A Kenworth T610 SAR duo has been handed over to Schick Civil Construction for its land development, siteworks, roading, drainage and civil projects. The 6x4 tipper units are fitted with Transport & General 5-metre bins and two 7.7-metre 5-axle trailers carrying stickers to commemorate Schick’s 50 years in business. Power comes from Cummins 550.578hp X15 engines matched to Eaton RTLO 20918 manual 18-speed Roadranger gearboxes, Meritor 46-160 rear axles with full X-locks and disc brakes. Stainless details include drop visor, monsoons, bug screen, lower grill panel, air cleaner light bar, fuel tank trims with marker lights. The trucks are identical apart from one truck having clear markers and grey interior and the other with amber markers and crimson interior, providing some detail differentiation for drivers Mike Walters and Kevin Stewart.

A new MAN TGS 26.400 trio has gone to work for Hornby-based TSI Logistics for Foodstuff grocery distribution in the South Island. The 6x4 Day Cab tractor units have the Euro 6 (e) D1556 engine producing 400hp with a ZF 12TX 2620 OD transmission. Features include disc brakes with ABS/EBS, leaf spring front suspension, airbag rear suspension and rides on JOST alloy wheels. Painting is by Baird’s Collision Centre and signs by Fulton Hogan Signs.

96 | Truck & Driver

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Gilmour Transport (formerly Alan Forbes Transport) put this new Kenworth T610 on the road in December. Driven by Bailey Kemara, the T610 is based in Rotorua and is built to GTL specs with a 550.578hp Cummins X15, Eaton RTLO 20918B manual 18-speed Roadranger and Meritor 46-160 rear axles with 4.3:1 ratio. The 8x4 has non load-share front suspension, Airglide 460 rear suspension and disc brakes. Patchell Industries built the truck bolsters and 5-axle trailer and extras include 6-inch pipes and stainless drop visor, bug screen and wheel arch covers.

Hamish Jackson is driving a new Scania R 660 B6x4NA tipper for HES Earthmoving in Hawke’s Bay. The Euro 6 V8 with 660hp is paired with a Scania Opticruise G33 14-speed AMT with 4700 retarder and RB735 hub reduction rear end. The XT spec 6x4 rides on spring suspension at the front with ECAS air suspension at the rear and full ABS/EBS disc brakes. A Transport Trailers Hardox bin and 5-axle Hardox tipper complete the new unit and the cab was signwritten by Caulfield Signs. Sold by Callan Short.

98 | Truck & Driver

Harry Singh has a new MAN TGX 35.510 in Mainfreight livery for container work in the Waikato and Bay of Plenty.

The 8x4 Sleeper is fitted with a 4-axle Patchell quad Swinglift and lowered fifth wheel. The 510hp D26 engine is paired with a 12-speed auto and rides on leaf spring front suspension with rear air suspension. The TGX has disc brakes, Alcoa alloys, Rhino guards and chassis covers.

Mitch James at Penske Tauranga sold the TGX with paint

by Haddock Spray Painters and graphics by Sign Logistics.

McEwan Haulage in Dunedin has put a new UD Trucks GW 26-460 to work in the South Island. The 6x4 has a deck was built by Engineering Repairs Ltd (Ashburton) with a full Hardox 5.1m tip deck and can be seen here towing a 4-axle tip trailer. The GH11TD Group engine develops 460hp and 2230Nm of torque at 1,000rpm and is paired with an ESCOT-VI 12-speed automated manual transmission. The GW was sold by Harry Cuttance at Commercial Vehicle Centre (Dunedin). Photo by Richard Lloyd.

McWatt Group’s new International RH-R8 8x4 is carting bulk aggregate in the Auckland and Waikato regions. Powered by a 615hp Cummins and equipped with a Roadranger RTLO 20918B transmission, the RH has Meritor RT 46-160GP rear axles and ECAS suspension. A drop visor, offset rims and alloy bumper are fitted and the International works with a 5-axle Transfleet Roc-Tuff trailer.

Truck & Driver | 99

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

0+ ye6ar s in business

Rotorua:

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

Auckland:

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

sales@hoisthydraulics.net

EG28872

0800 856 700 (09) 8186 287

EG30643

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

Hamilton:

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

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

WAIKATO

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 104 | Truck & Driver

TD33764

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 LOOKING FOR:

• Workshop Foreman – Gore • Workshop Foreman – Dunedin • Auto Electrician – Dunedin • Mechanics – Blenheim, Canterbury, Dunedin,

Visit our website at www.trlnz.co.nz or apply at careers@transportrepairs.co.nz

TD33990

Central Otago, Gore and Invercargill.

mills-tui.co.nz

Mills-Tui Limited 16–38 Pururu Street, Managakakahi, Rotorua 3015 P 07 348 8039 T 0800 MILLS -TUI (645 578) SALES Garth Paton 027 289 0300

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14/12/23 11:03 AM