NZ TRUCK & DRIVER
| August 2024
August 2024 $10.90 incl. GST
BIG TEST Busy in Blenheim | FLEET FOCUS From little things... Big things grow | FEATURE: Porters’ American Class
S FLEET FOCU ings... From little th ow Big things gr FEATURE Porters’ ss American Cla
BUSY IN
Issue 281
m i e h n e l B
The Official Magazine of
ISSN 2703-6278
THERE’S A BIG REASON WHY ISUZU IS NO.1 IN * NEW ZEALAND.
Explore The Heavy Duty Range Today.
isuzu.co.nz *Based on 2023 MIA sales data across light, medium and heavy duty truck classes.
CONTENTS Issue 281 – August 2024
2
News
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The latest from the world of road transport including… Transport Minister wants action on excessive road cones… Hyzon Motors Australia closure and its affect on Kiwi hydrogen truck trials… New Zealand distribution changes for Daimler Truck brands… Volvo announces 17-litre line-up… Transporting New Zealand awards night… and more action from the FIA European Truck Racing Championship.
FEATURES: 64
24 Giti Tyres Big Test Busy in Blenheim: Gills Construction has played a part in building much of the roading and key infrastructure around the Marlborough region. It’s newest truck is a busy Isuzu CYZ 460 tipper which continues a long association with the Japanese brand.
41
MANAGEMENT
Southpac Trucks Legends Our series on landmark local Kenworth trucks continues with the story of Graeme and Raelene Skou, who transformed their 1977 W924 Kenworth into an award-winning showstopper that turns heads and drops jaws.
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eActros delivers for NZ Post NZ Post now operates 582 battery electric vehicles. The biggest is a new Mercedes-Benz eActros 300 truck which is working in the Auckland and North Shore region.
Truck show with the works A superb winter weekend in Mt Maunganui attracted a big line-up of trucks, cars and bikes for the inaugural Truck Works charity show.
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.
85 CrediFlex Recently Registered The brakes have gone on new truck sales in mid2024, but the market isn’t struggling in low gear. Plus, the monthly gallery of new rigs on the road.
Porter’s American Class Peterbilt trucks are special, and Porter Haulage has given its hard-working 357 a full makeover as it approaches 30 years with the company.
Transporting New Zealand All the news from the recent Transporting New Zealand South Island seminar in Twizel and Dom Kalasih looks at speed limit reviews and the causes of road maintenance issues.
Teletrac Navman Fleet Focus From Little Things… Big Things Grow: Duncan Borlase started in the forestry industry as a teenager operating a small CAT loader. Today Wakefieldbased Borlase Transport has more than 40 trucks working in the Tasman and Marlborough regions.
COLUMNS 83
National Road Carriers Association CEO Justin Tighe-Umbers introduces the newly elected board guiding National Road Carriers.
ADMINISTRATION MANAGER
Publisher
Trevor Woolston 027 492 5600 trevor@trucker.co.nz
Trudy Woolston
Advertising
Victor Georgiades 021 925 600 victor@trucker.co.nz
Trudy Woolston Phone
Hayden Woolston 027 448 8768 hayden@trucker.co.nz
admin@trucker.co.nz
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NZ subscription $110 incl. GST for one year (11 issues) price Overseas rates on application ADDRESS
EDITORIAL Editor
Colin Smith 021 510319 colin@trucker.co.nz
Associate Editor
Brian Cowan
CONTRIBUTORS
Olivia Beauchamp Gerald Shacklock Jessica Barnes
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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PRINTING & DISTRIBUTION Printer Bluestar Retail Distribution ARE Direct Publication: New Zealand Truck & Driver is published monthly, except January, by Allied Publications Ltd PO Box 112 062, Penrose, Auckland Contributions: Editorial contributions are welcomed for consideration, but no responsibility is accepted for lost or damaged materials (photographs, graphics, printed material etc). To mail, ensure return (if required), material must be accompanied by a stamped, addressed envelope. It’s suggested that the editor is contacted by fax or email before submitting material. Copyright: Articles in New Zealand Truck & Driver are copyright and may not be reproduced in any form – in whole or part – without permission of the publisher. Opinions expressed in the magazine are not necessarily the opinions of, or endorsed by, the publisher.
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NEWS
Cambridge roundabout concerns
The tight southbound route through the new Hautapu roundabout. TRANSPORT OPER ATORS SAY HEAV Y VEHICLE ACCESS to a rapidly developing commercial and industrial zone in the Waikato will be choked by an unrealistic new roundabout design. The Waipa District Council is nearing completion of the new roundabout on Hautapu Rd (a section of State Highway 1B). It’s a key access point to the fast growing Hautapu area adjacent to the Waikato Expressway. Some local transport operators have raised concerns that the roundabout is poorly designed for heavy vehicles – in particular over-dimension units. They also say there’s been a frustrating lack of consultation from Waipa council. Mike Ross of C&R Developments operates a fleet of heavy haul units regularly using Hautapu Rd with `rows of eight’ trailers up to 3.7m wide to move machinery. “What this area needs is a gateway, not a choke point,” says Ross. “The most frustrating thing for the stakeholders who are developing this area is they’re not being listened to by the council. “We would prefer to be able to work with council. We understand what they want to do but they are not catering to the industries which are coming to Hautapu.” The roundabout is near completion. Heading from Cambridge towards Hautapu the road has been narrowed with kerbs and a centre island but is a relatively straight run for all traffic. In the southbound direction the roundabout is a tight left-right-left chicane. There are already tyre marks across the concrete kerb and onto the inner cobbles where large vehicles have been unable to negotiate the roundabout heading south. David Wilkinson, another long-time Cambridge operator, says the roundabout isn’t suitable for the type of heavy traffic using the area. “We are in a key location on the edge of the `Golden Triangle’,” says Wilkinson. “The area is seeing massive growth, and most of it is connected to the transport industry. Mainfreight and Emmerson Transport have moved here, TDX have a new facility and Scania is building a big service centre here. Fonterra is also doing a massive upgrade at the dairy factory.” Wilkinson says the council has advised heavy haulage operators to use the “wrong side of the road” if they are having difficulty with the roundabout. The NZ Heavy Haulage Association has been in talks with the council about the roundabout, but CEO Jonathan Bhana-Thomson says the association should have had earlier input to the design process. 2 | Truck & Driver
“Council have been reasonably responsive to our concerns, and we have been backwards and forwards a few times with the designers,” he says. “While it was too late to make any changes to the offset of the roundabout, council have followed some of our suggestions about cambered edges, runovers and have moved a couple of light poles and some signage. “Whether it’s enough, time will tell. We should have had earlier engagement.” In response to questions from New Zealand Truck & Driver, the Waipa District Council says the Hautapu roundabout went through a thorough design process to accommodate all standard trucks, for all turns. “It is designed with expanded tracking curves to accommodate over dimension loads by utilising the north bound lane. This is common practice for many roundabouts. “The roundabout was done with a private developer, so there was no legal requirement to publicly notify. But the project team and designer did meet with some local businesses in the area, including one which transports prefab buildings, and they have been satisfied with the design.” It’s not the only roundabout issue affecting transport companies in Cambridge. At Leamington the Cook St and Shakespeare St roundabout has been narrowed with extended kerbs and judder bars placed around the inside the roundabout. There is a raised pedestrian crossing on the exit from the roundabout (eastbound). Cambridge Business Chamber CEO Kelly Bouzaid is concerned by the roundabout re-design, in particular the location of the pedestrian crossing which is immediately in the path of drivers who are turning left and will be checking for traffic on their right. “To me, it’s an accident waiting to happen,” she says. “It’s a bit ironic that the roundabout isn’t a roading improvement – it’s a pedestrian and cycling improvement, that in my opinion, has actually created a higher risk for them.” The Waipa District Council says, “the courtesy crossing point for pedestrians is in the same place it has always been in. Signs are being installed at the four access points of the crossing to remind pedestrians to stop and look for traffic, as the crossing point does not provide a priority crossing point for pedestrians.” The Leamington roundabout now carries an increased heavy traffic as the main freight route between Taranaki and the Port of Tauranga.
NEWS The Australian-developed Hyzon fuel cell truck project has been halted, leaving TR Group to seek other hydrogen truck options.
TR Group looks for new fuel cell options TRUCK RENTAL AND LEASING COMPANY TR GROUP IS looking for new options in the wake of fuel cell truck supplier Hyzon Motors shutting down its Australian operation earlier this month. It was announced in late-2020 that Hyzon was to be the supplier of an initial fleet of 20 trucks for the New Zealand evaluation programme. The trucks were being leased by TR Group to local transport companies and refuelled at the network of hydrogen stations being established by Hiringa Energy and Waitomo Group. Hyzon is a U.S.-based manufacturer and supplier of hydrogen fuel cell systems and trucks. It’s head office announced on July 8 it was immediately closing operations in Australia and The Netherlands to concentrate its development efforts on North America. Two days later Hyzon Motors Australia was placed into administration. TR Group General Manager Brendan King says TR Group is now evaluating several different options for hydrogen fuel cell trucks. “There is one truck which is already at an evaluation stage at Global Bus Ventures in Canterbury, and they have the ability to scale up their operation,” King says. “We’re also talking to Hyundai [TR Group already leases one Hyundai XCIENT to NZ Post] and there are options with fuel cell trucks from out of China as well,” he says. At the launch of the refuelling network held at Wiri in April it was expected the first two Melbourne-built Hyzon trucks would be arriving in New Zealand with a few months. King confirms those two trucks had been scheduled to be shipped to TR Group in early August. “That’s not happening now. But there is an outside chance that someone else will buy the business. We will be watching for any developments,” King says.
“We remain fully committed to bringing hydrogen fuel cell electric trucks to New Zealand. “It’s unfortunate, but we are just going to have to play the cards we have been dealt. It’s not going to disrupt the project, but it will lead to some timing delays.” Announcing the closure of operation in Australia and the Netherlands, Illinois-based Hyzon Motors said in a statement: “that after considering its options as well as completing its assessment of the challenging market conditions across Europe and Australia, the company will halt its operations in the Netherlands and Australia.” Hyzon says that compared to North American efforts to accelerate the hydrogen transition and adoption of zero-emission fuel cell technology, the government support for fuel cell-powered transportation in Europe and Australia has waned, including the disbandment in many European countries of hydrogen subsidies. Hyzon intends to maintain the potential to return to the European and Australian markets as a fuel cell system supplier to Original Equipment Manufacturers (OEMs). Hyzon Chief Executive Officer Parker Meeks says closing the international operations was a complex and difficult decision. “Given the challenges of bringing new technology to market in an emerging industry, we believe we need to focus our efforts on the North American market and refuse industry as well as overseeing our large fleet trial programmes which commence this [Northern Hemisphere] summer,” Meeks says. Hyzon continues to develop its zero-emission single stack 200kW hydrogen fuel cell technology for the North American Class 8 and refuse truck FCEV platforms. Truck & Driver | 3
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NEWS
Scania’s new Southland service facility has opened at Invercargill.
Scania gets new southern home THE SCANIA NEW ZEALAND SERVICE NETWORK has been expanded with a new facility in Invercargill to support the brand’s growing southern customer base. The new branch located 20 Wallacetown-Lorneville Highway, Invercargill opened mid-June. The state-of-the-art facility has a 10-bay drive-through capacity with the ability to accommodate 15 technicians, replacing the previous four-bay drive through workshop that housed 10 technicians. Scania NZ’s Dealer Director for the Southern Region, Kelly Henshaw, says this new facility offers a one-stop shop to meet our customer requirements from a single location, ensuring their uptime is maximised and downtime minimised. “Importantly it also means we are in control of the entire repair, enabling us to manage the quality of service using our factory-trained technicians utilising specialised factory tooling and diagnostic equipment,” Kelly says.
“The new workshop includes a Certificate of Fitness (COF) compliant lane, full brake-roller testing and shaker-plate capabilities, along with a certified Dangerous Goods pit suitable for fuel tanker work and other DG vehicles, as well full air-conditioning servicing and re-gassing. The Invercargill site services the area between Queenstown to Dunedin and south to Bluff and Henshaw says its demand for servicing and repairing trucks in the region has increased dramatically as Scania fleet sizes have increased. Scania New Zealand managing director, Victor Carvalho, says this new facility represents a significant investment. “We are committed to providing our customers with a world-class service and the best possible support. Following the significant increase in demand for Scania product within the southern region, it was vital we had a leading-edge service offering to back that up. “Our investment is clear and so is our commitment to driving the shift towards a more efficient, sustainable, and customer-centric future,” he says.
Hall of Fame to honour inductees THE NEXT GROUP OF INDUCTEES INTO the Mobil 1 Delvac New Zealand Road Transport Hall of Fame will be celebrated at the annual gala dinner in Invercargill on Friday September 27. The black tie gala dinner is hosted at Invercargill’s Bill Richardson Transport World and is now considered an industry event not to be missed, with more than 500 tickets selling out well in advance each year. Established in 2012 with an inaugural class of eight inductees, there are now 68 members of the Hall of Fame who have been recognised for their contributions across many aspects of New Zealand’s road transport industry. The 13th annual gala dinner begins at 5.30pm on Friday September 27. Tickets and details are now on sale at the website: www.roadtransporthalloffame.co.nz Truck & Driver | 5
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NEWS Championship leader Norbert Kiss (left) leads the field into Nurburgring’s first turn.
Kiss in command DEFENDING CHAMPION NORBERT KISS OF HUNGARY continues to dominate the Goodyear FIA European Truck Racing Championship as the season heads to its summer break. But the series has delivered two new race winners at the recent fourth round hosted by the Nurburgring GP circuit in Germany. Germany’s Steffi Halm (Iveco) and Spaniard Antonio Albacete (MAN) each posted wins at the fourth round, their successes limiting Kiss to only two wins over the weekend in his Revesz Racing MAN. Previously at the Slovakia Ring on June 24-25, Kiss had extended his 2024 win streak out to 11 races before Chrome category contender Lukas Hahn (Iveco) took out the final race of the weekend.
There are three rounds remaining in the 2024 championship after the summer break with the action resuming at Most in the Czech Republic over the August 31-Septrember 1 weekend. Kiss is a clear championship leader with 233 points from Iveco driver Jochen Hahn (Germany) on 178 and fellow German Sascha Lenz (MAN) in third place on 131, just ahead of Albacete with 126. Steffi Halm is fifth on 94 points and Germany’s Andre Kursim (IVECO) completes the top six on 89 points. The new-for-2024 Chrome support category is led by Portugal’s Jose Eduardo Rodrigues (MAN) on 189 points from Scania racer Steffen Faas (Germany) on 158 and British driver Mark Taylor (MAN) with 142 points.
Big and small at Bombay show THE EXCITEMENT CONTINUES TO BUILD AHEAD OF the third Transfleet Trailers/Allied Petroleum Bombay Truck Show next January. And the attention is focused on both the big and the small aspects of the trucking world. Just a fortnight after truck entries opened on July 1, more than 200 entries had already been received for the UDC Finance Show & Shine competition, with more fleets registering each day and the limit of 465 trucks likely to be reached well ahead of the show. “It certainly feels like the buzz is building even though we are still nearly six months out from the big day,” says show coordinator Marieka Morcombe. “We have started shopping with most of the major Show & Shine prizes already chosen and ordered. Now we just have to be patient in the countdown to January 18.” While most of the attention will be on the rows of full-size trucks lined up on the Bombay Rugby Club grounds, one of the features of the 2025 show is the return of a remote control truck display. “The Waikato RC Truckers will join us in the rugby club hall. This was
a huge hit at our 2020 inaugural event so we are thankful for their return,” Marieka says. The 2025 Bombay Truck Show is on Saturday January 18 at the Bombay Rugby Club grounds. The first two charity events held in 2020 and 2023 have raised over $150,000 which has distributed to Franklin Hospice, St John, Bombay School, Leukaemia and Blood Cancer NZ and the Bombay Rugby Club.
Truck & Driver | 7
NEWS
A
Transport Minister Simeon Brown wants answers on road cone costs.
Minister set for road cone blitz EXCESSIVE EXPENDITURE ON ROAD CONES AND temporary traffic management (TTM) is under the microscope from the Coalition Government. Transport Minister Simeon Brown believes the current approach to TTM is out of control and is taking action to reduce expenditure on road cones and TTM, while maintaining the safety of workers and road users. He says a new risk-based approach to TTM will reduce the number of road cones on our roads. It will also become a requirement for NZTA to publicly report in October on how much money has been spent on TTM each year for the past three years, along with future quarterly reporting on the cost of TTM – with the expectation that this expenditure will reduce. Independent members will be appointed to the Road Efficiency Group to manage the reduction in TTM expenditure. “Road maintenance is essential, and some level of TTM is unavoidable,” says Minister Brown. “But the current approach is out of control. Excessive use of road cones and temporary speed limit reductions – sometimes left in place when work is complete – simply increases cost, forces people to slow down, and frustrates drivers. “In fact, the NZ Transport Agency (NZTA) conducted a review of TTM at 800 maintenance worksites on the State highway network across the country in February and found that 145 of these sites were not needed, showing how out of control the use of road cones and temporary traffic management has become. 8 | Truck & Driver
“NZTA is responding to the Government’s expectation that TTM expenditure is reduced by rolling out a new risk-based TTM guidance at worksites on State Highways. This model is based on the Australian approach to TTM, where there is far less reliance on the no longer humble orange road cone. “This new approach will include changes to contracts, a new way of training, and monitoring to ensure this meets both safety and cost efficiency outcomes. NZTA is now also continually reviewing current TTM on the network and instructing its suppliers to remove TTM that is not required. “However, we won’t know whether these changes are effective unless we are also reporting and measuring whether it is working. When I became Minister of Transport, I asked NZTA to outline how much money had been spent by NZTA each year for the past three years on Temporary Traffic Management and was advised this information was not compiled and so was unavailable. “The Government will be requiring NZTA and all Road Controlling Authorities to report quarterly on the amount of taxpayers’ money it is spending so that Kiwis know how much of their hard-earned money is being spent on TTM. “The first of these reports will be produced in October and will determine a baseline of how much NZTA has spent on TTM in the last three years. My expectation is that expenditure on road cones and TTM will reduce each year going forward.” Minister Brown says the Government is also reviewing the Health and Safety at Work Act and the impact it has on TTM practices in order to see if changes are required to the Act.
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NEWS
The revamped Volvo line-up of FMX, FM, FH and FH16 models is now available in New Zealand.
New 17-litre flagship for Volvo range THE REVAMPED VOLVO TRUCKS HEAV Y-DUTY RANGE headlined by the powerful new D17 engine in the FH16 is now on sale in the New Zealand market. The new Euro 6 line-up boasts new features as well as the D17 engine in a range of horsepower ratings stretching from 600hp to 780hp for the flagship FH16 models. With a focus on fuel efficiency and driver appeal, the updated FH16 sees a significant jump in torque with the 600hp variant now offering 3000Nm output, while the 700hp offers 3400Nm, and the range topping 780hp option delivers an impressive 3800Nm, making it the most powerful Volvo yet. Aerodynamic performance and styling updates have also been added across the FM, FMX and FH model lines. These styling updates reflect those made to all Volvo electric models. Inside, the range has received styling updates, revised USB ports, a new touchscreen side display and an improved audio system. The incoming 17.3-litre, Euro 6 powerplant shares the same basic architecture as the 16-litre engine it replaces with the extra capacity resulting from an increase in cylinder bore. In pursuit of efficiency and cleaner operation, the engine also features a new fuel injection system, low friction cylinder liners as well as wave top pistons to ensure optimised combustion. The new engine makes the most of its prodigious power output at relatively low rpm, with a low flat torque curve stretching from 1000-1200rpm. The new powerplant meets Euro 6 emissions standards by using a combination of Exhaust Gas Recirculation (EGR) and Selective Catalytic Reduction 10 | Truck & Driver
(SCR). Forced induction duties are taken care of by a new Variable Geometry Turbocharger (VGT). All power ratings are HVO (Hydrotreated Vegetable Oil) compatible. The Volvo range update also introduces the option of an air-suspended front axle across the range, including 8x4 configurations for both tractor units and rigid vehicles. “This latest evolution of the Volvo heavy duty range takes our offering to the next level. Our revamped Euro 6 line up has been delivering class leading efficiency, performance and uptime to New Zealand transport operators since 2020,” says Rob Wood, General Manager, General Manager, Motor Truck Distributors (New Zealand distributor of Volvo Trucks). “Our hard working 11-litre, the I-Save 500 and the trusted 13-litre 540 are joined by the new D17 engine, which will continue to deliver on the legacy created by the rest of the Volvo range. “These drivetrains complement the Volvo Trucks journey to fossil-free transport solutions, not only in terms of fuel efficiency, but also in terms of their ability to utilise a variety of alternate fuel options. “The performance of the D17 engine in the new FH16 will guarantee to impress the driver behind the wheel. There’s no doubt that the power and torque available from this drivetrain will impress on New Zealand roads. Overseas testing has already underlined the fuel efficiency of the new Volvo FH16 with the D17 engine achieving 5% better fuel economy and lower emissions to accompany its 7% increase in torque. The testing compared the new 780hp D17 with a previous generation FH16 powered by the 750hp 16-litre engine when working at a 55-tonne GCM.
NEWS
Windrose EVs coming to NZ THE OPERATING RANGE AND PERFORMANCE OF battery electric trucks is set for a significant boost when the Windrose E1400 6x4 arrives in New Zealand for evaluation trials in September. Auckland-based Etrucks has been appointed the local distributor for Windrose trucks and has placed an initial order for 20 units. The Windrose E1400 features impressive aerodynamic figures – with an industry low coefficient of drag of 0.2755 – along with a 729kWh battery capacity, allowing a loaded duration which exceeds any other electric truck available in New Zealand. Testing in China, the United States and Europe has shown the E1400 is capable of traveling 670km on one charge (loaded to 49t GVM). “That will mean Auckland to Wellington will be possible, with minimal charging on the journey,” says Etrucks director Ross Linton. “The duration and speed of charging of the Windrose E1400 moves the boundaries significantly for electric heavy transport. We can now offer an affordable zero emission freight option to the longer haul sector.” The Windrose E1400 can be configured with megawatt charging (MCS) or dual gun CCS2. Either system will allow the addition of 400km of range in 35 minutes of charging.
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The Windrose E1400 features a central driving position and highly efficient aerodynamics. The performance figures are also impressive with the dual drive axles offering a peak power of 1400hp – far higher than any on highway truck in New Zealand – with over 900hp being continuously available. A unique design feature of the E1400 is its central driving position which gives a unique driving experience, along with exceptional space in the sleeper cabin. The Windrose is also equipped with a complete package of driver assist technologies to enhance safe operation. ETrucks says the first sample truck will arrive in September for extended local testing, and production orders will be accepted from mid-2025.
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NEWS The 2024 Fuso 6T City Tipper, featuring new LED lights and 8-inch multimedia touchscreen, is the only light-duty tipper to combine a 3-tonne payload with a limited slip differential
Fuso upgrades Canter line-up A RANGE OF MODEL YEAR 24 upgrades for the 4x2 variants of the marketleading Fuso Canter light duty truck include Advanced Safety features as standard along with improved comfort and convenience. For the first time an Advanced Safety package is standard across the Canter 4x2 range, comprising Active Emergency Braking, Lane Departure Warning, Electronic Braking System, and Electronic Stability Control. Additionally, new LED head lights, fog lamps and indicators provide enhanced visibility in poor conditions – both for the driver and other motorists – while inside the cab, a new, larger 8.0-inch touchscreen multimedia unit delivers improved functionality. The on-dash touchscreen relays images from the rear-mounted reversing camera and works with Apple CarPlay or Android Auto for text-tospeech and hands-free talking. Up to six additional cameras can be added as optional extras. The roster of changes for MY24 also include stylish front grille design, which is flanked by the new LED lighting arrangement to deliver a modernised appearance. There are 29 models available in the 2024 Canter range (excluding derate options), with wheelbases from 2500mm to 4750mm and GVM ratings up to 9.0 tonnes. The Fuso Canter is a trusted Kiwi workmate across industries as diverse as civil contracting, construction, landscaping, general freight, food delivery, and traffic management. Range highlights include the ever-popular
Canter Tipper with limited slip differential and the class-leading DUONIC 2.0 automated transmission, available across various models, for smoother, more economical driving. “Over several decades, Canter has been one of the most popular light trucks in New Zealand – a tried and trusted investment for single-unit owner-operators to giant multinationals,” says Fuso New Zealand general manager Kevin Smith. “We understand what operators expect from a truck and remain committed to delivering on that across all categories. We’re also placing a priority on the wellbeing of drivers, which is critical to the health of our industry. “In terms of efficiency and performance, Fuso’s DUONIC automated manual transmission is
still best-in-class and Canter Tipper remains the only light-duty truck in New Zealand to feature a limited slip differential. “We were also the first truck brand in New Zealand to introduce Advanced Safety Features across our light, medium and heavy-duty ranges. Now these come as standard across the 4x2 Canter range.” Canter operators also have the option of Fuso New Zealand’s industry-best 5-year / 200,000km bumper-to-bumper extended warranty – up from the standard 3-year / 100,000km warranty. “The optional extension delivers a huge amount of value at no additional cost, with the only stipulation being that the truck is serviced at an authorised Fuso dealer,” Smith says.
Truck & Driver | 13
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NEWS
The Mercedes-Benz, Freightliner and Fuso brands will from next year be sold from a new nationwide network operated by Keith Andrews Holdings.
TD34399
Daimler truck brands under new sales model FROM EARLY 2025 THE MERCEDES-BENZ TRUCKS and Freightliner trucks brands will have a new General Distributor in New Zealand. Keith Andrews Holdings, which currently has the distribution rights for Fuso vehicles and parts through its wholesale organisation Fuso New Zealand, will soon take over the distribution of fellow Daimler Truck brands Mercedes-Benz Trucks and Freightliner. Currently, Mercedes-Benz Trucks and Freightliner are distributed in NZ by Daimler Truck Australia Pacific based in Mulgrave, Victoria. Daimler Truck Australian President and CEO, Daniel Whitehead, says the distribution change will benefit New Zealand customers. “The General Distributor model will deliver the best outcome for Daimler Truck customers in New Zealand because no one knows local customers better than locals,” says Mr. Whitehead. “The team at Keith Andrews has helped Fuso become a successful brand in New Zealand and we are confident they will enable Mercedes-Benz Trucks and Freightliner to reach their full potential.” As a Daimler Truck Regional Centre, Daimler Truck Australia Pacific will continue to provide support to New Zealand customers and the New Zealand dealer network. Keith Andrews Holdings Executive Director, Kurtis Andrews, says the team is looking forward to serving all Daimler Truck customers across New Zealand as the distributor for Mercedes-Benz Trucks and Freightliner brands, in addition to Fuso products. “We are delighted to be given the opportunity to take on the distribution of Mercedes-Benz and Freightliner trucks in New Zealand. From our role of selling and supporting these brands over many years, we know how much value customers can extract from these class-leading products,” he says.
“We’d like to thank Daimler Truck for its faith in our hard-working team at Keith Andrews, which is excited to show the full potential of the amazing Daimler Truck products in New Zealand,” Mr Andrews adds. Currently, Keith Andrews represents Mercedes-Benz Trucks and Freightliner retail in the North Island, and CablePrice represents the two brands in the South Island. To deliver all NZ customers the full benefit of the general distributor appointment, Keith Andrews Holdings is working with CablePrice regarding the ownership and operation of selected Fuso, MercedesBenz Trucks and Freightliner sales and service sites in the South Island. Keith Andrews Holdings aims to maintain all existing operations and personnel to determine a smooth transition and maintain the current high level of customer support. The discussions are currently focused on CablePrice’s Christchurch, Timaru and Dunedin truck dealerships, with remaining dealerships maintaining their Daimler Truck service and parts (2S) status as part of CablePrice. Kurtis Andrews says there is tremendous respect for the achievements in the South Island. “The CablePrice team has achieved great success with Fuso in particular and been an integral part of market-leading truck and bus sales efforts in the past three years,” Andrews says. “We are thrilled by the prospect that they will continue to provide fantastic customer support in the mainland, either as part of CablePrice or Keith Andrews.” The exact details of the distribution change will be finalised and communicated closer to implementation, which is expected sometime early next year. Truck & Driver | 15
NEWS The Mighty FCEV sees Hyundai trialling a light duty refrigerated truck powered by a hydrogen fuel cell.
Hyundai trials another fuel cell model HYUNDAI MOTORS NEW ZEALAND IS EXPANDING its hydrogen fuel cell programme by deploying a new Mighty Fuel Cell electric light-duty truck for a 12-month pilot test in the country. This follows New Zealand’s successful introduction of the XCIENT Fuel Cell heavy-duty truck in 2021 and represents another significant step in clean transport technology. The Mighty Fuel Cell truck is Hyundai Motor’s first hydrogen-powered truck in the light-duty truck segment and the unit which has arrived in New Zealand is equipped with a refrigerated fitout to demonstrate how green onboard hydrogen energy can be utilised beyond vehicle propulsion. Over the next 12 months, Hyundai New Zealand, along with some key customers, will evaluate its performance in the local environment, showcase the benefits of hydrogen, and gather essential metrics for potential inclusion in our product lineup. “The 12-month pilot programme marks another significant milestone in our journey towards zero-emission transport and logistics solutions,” says Grant Doull, National Manager of Hydrogen and Eco Commercial Vehicles at Hyundai New Zealand. “With the new fuel cell electric light-duty truck joining our hydrogen vehicle range, we aim to offer a versatile and clean option for a wide range of local transport needs in New Zealand.” The Fuel Cell variant of the Mighty uses the same platform as diesel and battery electric versions and is equipped with a 90kW fuel cell stack – paired with a 65kW electric motor and a 21kWh battery. The high output powertrain is ideal for supporting higher energy demands for auxiliary equipment like refrigeration units. This truck offers a driving range of approximately 500km and fast refuelling times of 5 to 10 minutes. It is highly efficient for both urban and highway use, aligning well with the local demands for commercial and logistics operations in New Zealand. 16 | Truck & Driver
The trial of the Mighty FCEV represents the third phase of Hyundai New Zealand’s hydrogen initiative. The company is a founding member of the New Zealand Hydrogen Council and continues to lead local hydrogen vehicle initiatives. It introduced NEXO hydrogen passenger vehicle in 2018 followed by the world’s first mass-produced fuel cell electric heavyduty truck, XCIENT Fuel Cell. The XCIENT Fuel Cell truck has demonstrated the reliability and efficiency of hydrogen fuel cell technology, covering over 90,000km on New Zealand roads with NZ Post in full commercial operations since 2023. Hyundai’s global leadership in hydrogen fuel cell technology spans over 27 years, field-proven from real world operations of XCIENT Fuel Cell trucks deployed in ten countries including Switzerland, Germany, the U.S, and South Korea.
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NEWS
The VTNZ Supreme Contribution to Road Transport Award went to Mark Wareing and was presented by MP Miles Anderson and Richard Northover from VTNZ.
Top awards for top industry people THERE WERE FIVE INDUSTRY awards presented at the Transporting New Zealand South Island Road Freight Seminar in Twizel in June. They reflected the professionalism, the cleverness and the hard work of many different people in the sector, making the industry better for everyone. EROAD Young Driver Award With two standout nominees, the EROAD Young Driver Award was shared between two outstanding drivers. Naomi Toimata of Alexander Group and Craig Welsford of Icon Logistics were both recognised for their commitment to learning, technical skills, safety, and leadership. Presented by Waitaki MP Miles Anderson and John Collins from EROAD, the awards highlighted the future of the industry and the professional people coming through. The judging panel said supporting, encouraging and celebrating the achievements of drivers like this are key to helping ensure the future success of our industry. EROAD Health and Safety Award Presented to Mickayla Kerr from Heagney Bros in Blenheim, the EROAD Health and Safety Award is recognition of the company’s commitment to training and investing in drivers and its commitment to safety. The judges praised the company’s investment 18 | Truck & Driver
in this development and what is described as its world-class cadet programme. The company’s training efforts, which saw numerous drivers advance through various licensing classes. The company has invested in the development of drivers from Class 2 upwards, as demonstrated by training and licensing three Class 2 drivers, seven Class 4 drivers and 10 Class 5 drivers in the last 18 months. The award was presented by MP Miles Anderson and Mike Parker from EROAD. Fruehauf Outstanding Contribution to Innovation Award Fleet rental and leasing company TR Group took home the Fruehauf Outstanding Contribution to Innovation Award for their innovative video guides for truck systems. The company created a range of brief videos showing important vehicle features and controls that any driver can watch on their phone by scanning a QR code in the vehicle’s cab so they are familiar with all the key safety features. The judges said: “Sharing key safety information in an easy, simple and effective way using modern communication technology is a great example of innovation and something we need more of.” Mark Kenworthy of TR Group accepted the award from MP Miles Anderson and Jeff Mear of Fruehauf.
VTNZ Supreme Contribution to Road Transport Award This top honour went to Mark Wareing of Wareing Group Ltd. The judges said there were a number of nominations for the Supreme Contribution Award, but said Mark stood out for a number of reasons. • His long-term industry impact. • Being active across the industry in a number of roles, both operational and strategic. • Showing and committing to sector leadership at regional and national levels. • His focus on the total transport picture, with a particular focus on the opening of the Fairfield Freight Hub, an intermodal transport hub that will provide many benefits to the area. The award was presented by MP Miles Anderson and Richard Northover from VTNZ. Transporting New Zealand is holding its North Island Road Freight Seminar at East Pier, Napier on October 4-5 where five further 2024 awards will be presented; • VTNZ Supreme Contribution to NZ Road Transport • FRUEHAUF Outstanding Contribution to Innovation • EROAD Outstanding Contribution to Health and Safety • TrackIt Outstanding Contribution by a Woman in the Road Transport Industry • EROAD Young Driver of the Year (under 35)
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Above (clockwise from top left): Naomi Toimata of Alexander Group receives her award from Waitaki MP Miles Anderson and John Collins from EROAD... Young Driver Award: Grant Keen (Icon Logistics) accepts on behalf of Craig Welsford, with Waitaki MP Miles Anderson and John Collins from EROAD... Mickayla Kerr from Heagney Bros in Blenheim receives the EROAD Health and Safety Award from MP Miles Anderson and Mike Parker from EROAD... Mark Kenworthy of TR Group accepts the Innovation award from MP Miles Anderson and Jeff Mear of Fruehauf.
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TD34539
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NORTHLAND Mitchell Redington 021 555 326
NEWS The L566 H loader was demonstrated alongside a prototype MAN truck also equipped with a hydrogen combustion engine.
Liebherr trialling hydrogen combustion engine
TD34539
ON
LIEBHERR HAS SHOWCASED A HYDROGEN-POWERED combustion engine which it says is an ideal solution for large machines which are difficult to electrify. It has developed a large wheel loader based on its L 566 model with a hydrogen engine which debuted at the Liebherr plant in Bischofshofen and at the same time opened the first hydrogen filling station in the Austrian state of Salzburg. Liebherr is pressing ahead with phasing out fossil fuels and preparing solutions to decarbonise construction sites, gravel plants etc. It’s prototype is the L 566 H, the world’s first large wheel loader with a hydrogen engine Following extensive studies, this groundbreaking technology was identified as the optimal solution for operating large vehicles that are difficult to electrify without CO2 emissions. For smaller vehicles up to about 15 tonnes, Liebherr says battery-electric solutions are often suitable. However, the situation is different with larger machines with an operating weight of up to 40 tonnes and high energy requirements. Hydrogen reciprocating piston engines prove to be ideal in this case. These hydrogen engines are manufactured at the engine plant of Liebherr’s Components product segment in Bulle (Switzerland). They enable not only zero emissions of greenhouse gases and almost no nitrogen oxides, but are also highly efficient. Another advantage is that the interfaces are comparable to those of a diesel engine – thermally and mechanically. This represents a significant step forward in the development of sustainable large-scale machinery. As part of the development of the hydrogen wheel loader, Liebherr Bischofshofen opened its own hydrogen filling station – the first of its kind
in the state of Salzburg. An important strategic partner in this project is Maximator Hydrogen, which is not only the manufacturer of the newly opened filling station, but also a research partner of Liebherr. Together, they are working on mobile filling facilities so that machinery can be refuelled directly at the construction sites. This is particularly important for remote construction sites and machines that are not very mobile. “To make progress in hydrogen research, we need to have access to hydrogen. We built this filling station to further advance our goals for decarbonising construction machinery,” says Dr.-Ing. Herbert Pfab, Chief Technical Officer of Liebherr Bischofshofen. Liebherr has also installed a hydrogen refuelling station at its Bischofshofen plant.
Truck & Driver | 21
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Multi shades of blue are the signature livery of Blenheim-based Gill Construction.
24 | Truck & Driver
BIG TEST
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Story Colin Smith Photos Gerald Shacklock
Truck & Driver | 25
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Grape vines and the Mt Richmond Forest Park provide a scenic Marlborough backdrop for the new Isuzu CYZ 460.
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N A WEEKDAY YOU DON’T NEED TO SPEND VERY LONG watching the traffic in Blenheim or around the Marlborough highways to see the multi-shaded blue trucks belonging to Gills Construction at work. One of the newest of the Gills Construction trucks – and one that is busy on Blenheim streets and around the edges of the town – is this new Isuzu CYZ 460 tipper. The latest Isuzu in the Gills colours went on the road immediately after the Christmas-New Year holiday break last summer. The manual transmission 6x4 has spent seven months shuttling between local quarries and crusher plants, the Gills Construction depots in town and at Rapaura Rd, and to job sites around the Marlborough district. Just a few days before New Zealand Truck & Driver caught up with the Isuzu for this month’s Giti Tyres Big Test, it had just been for its 15,000km service. The busy tipper is rarely seen working with a trailer. Typically, it’s a 10-tonne load of aggregate onboard for a local construction job, driveways, or to keep the supplies topped up for tradies and the public calling at Gill’s Middle Renwick Rd main depot. The tipper is an Isuzu NZ spec-build purchased from local dealership Wadsco Trucks and fitted with an Adams & Currie steel body built in Christchurch. The bin has manual tarps and there’s a handy pull-out ladder for access on the left hand side. This new Isuzu also showcases the most modern version of the Gills livery. Recent additions to the fleet have seen the branding updated with BB Signs in Blenheim adding a silver backing to the blue livery that gives it a sharp metallic finish. The painting was done by Forbes Panel & Paint in Blenheim. Isuzu’s 15.7-litre GW61-TCC in-line six-cylinder develops 460hp (338kW) at 1800rpm with 1664 lb-ft (2256Nm) of torque available from 900-1300rpm – plenty of performance for this work with low-
revving flexibility from well below 1500rpm. SCR aftertreatment allows the big displacement six-cylinder to meet the Euro V emissions standard. Gills opted for the 18-speed Eaton RTLO18918B manual transmission rather than the automated Isuzu MJX 16-speed alternative. Along with the 18-speed manual, the Gills Construction truck has the standard 4.33:1 axle ratio. Both manual and AMT versions of the CYZ 460 have a 24,000kg GVM rating and 58,000kg GCM capability. The standard 400-litre fuel tank, 75-litre AdBlue tank and hydraulics tank are located on the left side of the truck with the exhaust aftertreatment on the right hand side. This Giga 460 rides on leaf spring suspension front and rear and for the quarry work it has some chunky Bridgestone 301 M+S 11R 22.5 tyres mounted on the Alcoa drive wheels. Drum brakes front and rear include ABS/EBS and a Hill Start Assist system. This configuration of the Giga Series plays an important role for the Isuzu brand and contributed a sizeable chunk of the sales numbers which returned the marque to the number one position in the New Zealand heavy truck market (over 4.5t GVM) last year. Isuzu NZ General Manager Dave Ballantyne says the CYZ model is a popular truck with fleets and plays a key role in the Giga Series sales mix. “The CYZ models in 420, 460 and 530 horsepower are very important for us and last year the CYZ represented over 40% of our heavy truck sales,” he says. “With 460hp it’s very well suited as a fleet truck for a wide range of roles. Being available with an 18-speed Roadranger is still popular and being able to offer a manual transmission is certainly something that’s becoming rare in a Japanese truck.” Gills Construction is a long-established Marlborough operation. Founded in 1933 as R.W Gill Ltd by Dick Gill, the company later Truck & Driver | 27
Ready to load at the Centre Valley Rd crusher plant.
became R.W. Gill & Sons and then Gill Construction. It celebrated its 90th birthday last year. Many of the key roading projects in the upper region of the South Island have seen Gills involved – from the opening of the Molesworth Station road in 1950 to The Portage and sections of the Port Underwood Rd. Gills were also involved with the completion of the Picton to Kaikoura section of the Main Truck railway and the construction of the Picton Ferry Terminal. Managing Director Tony Gill is the third generation of his family to operate the firm while his son Reuben, 28, represents the fourth generation. Reuben was appointed General Manager two years ago with the objective being for Tony to eventually spend a little more of his time on the Marlborough golf courses. “Reuben is still pretty young, but he’s been around it his whole life and started working here when he turned 16,” Tony says. “He was out spending time with me on a [Caterpillar] D6 going
down the firebreaks when he was a kid,” says Tony. Tony Gill says the company had a typical rural and general transport role for many years but has steadily shifted its focus into the construction sector – accelerating that move in the last decade. “Over the years the rural work has dropped away, and the focus in this area has been grapes rather than livestock,” Tony says. The Gills heavy machinery fleet is considerably bigger than its truck fleet with a large stationary crusher operating near Spring Creek and three portable crushers at sites around the region. The company further expanded its construction footprint when it bought Bryant Earthworks two years ago and has seen a move into forestry roading. Gills is today involved in roading projects, earthmoving, vineyard development and building irrigation dams, quarry supplies, heavy haulage, traffic management and carrying out river maintenance contracts in the region. Geographically the work for Gills Construction is predominantly Marlborough-based.
Below left: The 15.7-litre six-cylinder develops 460hp and is matched to a Roadranger manual transmission. Below right: Easy access for routine servicing.
28 | Truck & Driver
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“For us wider Marlborough means the Awatere and Wairau Valleys, across to Seddon and the Rai Valley,” says Reuben. “Marlborough is a big place. You can be a couple of hours up the Awatere Valley and you’re still in Marlborough.” The new Isuzu 6x4 fits pretty much mid-way in size into the Gill’s fleet. “We’ve got about 25 trucks ranging from a couple of heavy haul transporters down to the small stuff,” says Reuben. Today the fleet comprises Kenworth, Scania and DAF units while the Isuzus in the fleet are a continuation of a long GM association which goes back to a Chevrolet being its very first truck. And TM Bedfords being a workhorse for the company in 1970s and 1980s. Tony Gill says the Isuzus have proven well suited to the Gills operation. “The Isuzu is like the Toyota of trucks. They just keep going and you get good money for them when it’s time to sell them,” Tony says. “And it’s been a good relationship with Wadsco that goes all the way back to the Terry Motors days.” However, actually selling an Isuzu seems to be rare at Gills. There’s one of the company’s oldest Isuzus now working as a water truck at Spring Creek while a 2004 FXY 330 is on flat deck duty. “They are cost-effective. They’re not expensive to buy and they keep running and give us very little trouble,” says Reuben. “For what we do they work really well.” The new CYZ 460 is the second new truck which Matthew `Rowdy’ Sloan has been handed the keys to during his 24 year stint working at Gills. He previously drove a 2015 Isuzu 400hp tipper and
Gill Construction operate a big range of heavy equipment alongside its truck fleet. 30 | Truck & Driver
that truck remains in work, now reassigned to a new project. “Matt’s old truck – number 27 – has been fitted with a rock deck and a headboard. We recently won the Marlborough rivers contract and needed trucks to cart big rock to supply that contract.” The other truck on that contract will be a second new CYZ 460 6x4 now being completed. It’s almost identical to the truck we’re testing here but is fitted with a Transport Trailers rock deck. “Sometimes they’ve got two 5-tonne rocks onboard to place into the river. It’s pretty rugged work,” says Reuben. Soon after joining the Gills team, Matthew earned the nickname `Rowdy’ as a contrast to his quietly spoken personality. “When I first came here, I was pretty quiet, and I didn’t say much. So, my boss at the time came up with it [the nickname]. I’m a bit better now,” he says. Prior to working at Gills, Rowdy got his first truck driving experience on a milk truck, doing mainly home deliveries and some local dairies. “My dad had a contracting business in Oamaru doing sand and gravel for about 20 years, before he sold up and moved here [Marlborough] to do the milk run,” Rowdy says. “Gills are great to work for. They have been brilliant to me.” It’s typically a 7.30am start five days a week for Rowdy, clocking up about 200km per shift before knocking off around 5pm. Occasionally there’s an early start or Saturday morning work if there’s something special to complete. Rowdy’s experience is valuable to this test as his nine years driving the 2015 model 400hp 6x4 tipper provides a useful reference point.
“My role is mainly the around town deliveries, driveways, and stuff like that,” he says. “Most of it is truck-only, but I can work with a few of the trailers we’ve got here if I need to. But that’s not very often.” Fully loaded the Isuzu typically works at 21 tonnes and is permitted to tow a 15-tonne 3-axle trailer or a 17.5-tonne 4-axle trailer. Our test begins at the Middle Renwick Rd depot, and we’re empty heading north to the Spring Creek Crusher Plant – alongside the banks of the Wairau River – where Gills supply aggregates to Firth. It’s a 15 minute run in the early morning traffic and a quick loading job before we are on the way back into town with 10 tonnes of Grade 4 chip to restock the bunkers at the Gills depot. It’s immediately noticeable the ride quality feels a little more settled on the return run with the truck loaded. The Isuzu proves manoeuvrable in the tighter spaces of the crusher plant and also through the town streets and roundabouts in the morning traffic. “The turning circle is very good,” Rowdy says. “That’s good because some of new subdivisions have quite narrow roads and I have to swing into some tight driveways when we are putting down house floors. It’s a real help in those situations.” With 460hp available in a truck-only role the performance is responsive, and the Isuzu picks up speed briskly as Rowdy smoothly works his way through the Roadranger shifts. “It picks up speed easily with part-throttle providing plenty of torque,” says Rowdy. One of the interesting aspects of the Isuzu Giga specification is
the 460hp and 530hp versions of the 15.7-litre engine are both rated with the same 2256Nm torque figure – and at the same revs. In the short open road section to Spring Creek, we only get into 17th gear where 90kph cruising equates to just under 1700rpm with half a gear still to go. There’s a 4kph variance between the Isuzu speedometer and the EROAD display atop the dash. One change on the latest Giga with the Roadranger transmission sees the clutch brake now integrated with clutch pedal again. “You used to have a button the gear-lever, and you’d use the full clutch to change gears,” says Rowdy. Now the clutch is only fully depressed when moving away from stationary and the shifts are completed by partially depressing the clutch. “There must be a reason why they’ve gone back to it as the older ones used to have it. It took me a little bit to get used to doing again,” says Rowdy. After tipping off the first load our second destination on a cool and sunny early July Marlborough morning is a run out to Renwick and then into the Wairau Valley on Highway 63. Gill’s is operating a transportable crusher at the Centre Valley Rd site and there’s a 10-tonne load of AP40 to bring back to the yard. This load offers more open road running and the Isuzu makes easy work of the gentle incline up the valley. In top gear at 90kph the gearing equates to just under 1500rpm. While mostly straight, there are sections of the road which are quite narrow, and the lane departure warning seems to be quite sensitive with the truck fitting into its lane with not a lot of room to spare.
Truck & Driver | 31
Surprisingly, given the scenery surrounding the valley, Rowdy says he doesn’t get to do a lot of steep hill work. “There aren’t really too many big hills to climb around here. There’s a couple if you go through to Picton. “In this truck fifth [gear] is as low as I’ve had to go in the gearbox on a couple of trips loaded over the Weld Pass. But generally, I’m doing a lot of flat work around here.” And working in muddy conditions isn’t very common either. “I haven’t been stuck for a while. It’s generally pretty good and I’m mainly working around town. “Your diff locks can help you, but once the tyres have filled up with mud, you’re pretty much stuck.” I mention to Rowdy that the truck seems well insulated, and the noise levels are low. “It’s a lot quieter than the old one – both the engine noise and the wind noise. It seems to me like the cab is more airtight because
I also noticed early on that it doesn’t get as dusty inside,” he says. With the new generation Isuzu Giga Series models there’s been a significant upgrade in technology. That’s both modern safety and driver assist systems as well as connectivity and electronic displays. “This one has got the autonomous emergency braking, lane departure warning, and forward collision warning,” says Rowdy. Adaptive cruise control is only available on the 16-speed AMT version of the CYZ 460. The engine brake is controlled from the left hand steering column stalk, stage one being the exhaust brake and stage two the transmission retarder. “It’s really well set with everything in easy reach. I use the exhaust brake when I’m truck-only and I only need the retarder when I’ve got a trailer.” For truck-only work on this test the first stage is ample speed
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Facing page: Most of the time the Isuzu works truckonly with a 10-tonne load of aggregate or building material. This page: Driver Matthew ‘Rowdy’ Sloan drove a 400hp Isuzu for nine years before moving to the new CYZ460 earlier this year.
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control when approaching the Blenheim roundabouts and intersections. “The electronic dash is nice. It’s easy to scroll through the info,” says Rowdy. The controls on the left side of multi-function steering wheel are for scrolling through the info display. “It’s now averaging 39.8L/100km but it’s coming down all the time. One thing I’ve tried to do is to cut back on the amount of idle time,” says Rowdy. Other features include keyless entry and a 6.2-inch LCD touchscreen audio display which can also be optioned as a camera display and is compatible with navigation and tyre pressure monitoring options. “The LED headlights are really good, but it doesn’t have daytime
running lights, which seems a bit funny,” says Rowdy. It’s an interesting quirk of the specification as the modern LEDs have adaptive driving beam technology and a wash function. The main mirrors and convex lower mirrors are both power adjustable and heated and Rowdy rates the visibility as being excellent. “When it comes to my personal preferences the main thing I’d like to have is a little more storage space inside,” he says. “The dash layout is brilliant with all the nice cubbies. But our logbook only just fits into the centre console box, and I’d happily trade one cup holder [there are two] for a bigger storage box that extends a bit further forward,” he says. The multi-function steering wheel has angle and height adjustment, and Rowdy says he likes the comfort and adjustment
Top left: Centre console box provides storage space and a flat surface. Top right: Modern dash and instrument layout is part of the latest upgrade for the Isuzu Giga Series models. Below: Standard 400-litre diesel tank and 75-litre AdBlue tank... Sleeper cab and bed are only used as extra storage space.
Truck & Driver | 35
Tony (left) and Reuben Gill (right) and the third and fourth generations of the Gill family to lead the 91-year-old Marlborough company.
of the Isringhausen 6860 air suspension seat. “It’s got a heated and ventilated seat which is pretty cool, and it’s got plenty of adjustment.” There’s an integrated seatbelt with pre-tensioner for the driver, shoulder adjustment, lumbar support, firmness adjustment, seat cushion tilt, lowering, horizontal position and height adjustment as standard. “The heater and demister work well, and it’s got aircon. Isuzu has always had good heaters, and it demists the screen quickly,” Rowdy says. Typical of many Japanese trucks the CYZ460 has a narrow bed behind the seats. It’s not something that Rowdy requires during his working day. “The bed is just storage for my bag and stuff,” he says. Rowdy says the cab and the driving position are higher than the previous truck but getting into the cab isn’t difficult with three antislip steps and well-placed grab handles.
36 | Truck & Driver
“But it’s quite a big reach up to the door handle, partly because they’re vertical and on the old one they were horizontal,” he says. We finish the test with Rowdy spreading a load of AP40 onto the access road to the Spring Creek quarry, and then after a bin wash there’s a load of sand and stone pre-mix back to the town yard. Using the nine years behind the wheel of the previous 400hp Isuzu tipper as a reference, Rowdy says it’s easy to see the improvements. “I’ve only ever really known one truck with almost all of my driving being in Isuzus. I don’t know if that’s a good thing or not,” he says. “This one is a noticeable step forward in comfort and convenience and it’s got more horsepower than I’m used to. “It goes well and it’s more comfortable than the old one with the ride being a lot better with the air suspension on the cab. “Everything is laid out nicely inside and overall. I’m finding it’s an easy truck to drive and a nice place to spend my working day.”
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OW IMPORTANT IS AN 18-SPEED MANUAL TRANSMISSION today? This month I head to Blenheim where we catch up with Gill Construction to test their new Isuzu Giga Series CYZ 460
tipper. As far as I can tell from asking around and my general knowledge, Isuzu is the only Japanese brand still offering an 18-speed manual transmission, although I’m happy to be corrected on that. This Isuzu is a 6x4 tipper powered by the 15.7-litre six-cylinder engine developing 460hp. It’s a sharp looking truck painted in the Gill’s blue livery. Before we hit the road there is a quick morning catch up with the Gill Construction team and a tour through the workshop. There’s a pretty cool classic rebuild in progress that is meant to be finished for the next (and last) Wanaka truck show at Easter 2025. I won’t say what it is, as I’m not sure if I am allowed to.
38 | Truck & Driver
Hayden Woolston There’s busy morning traffic on the Blenheim streets when we head out for our day with regular driver `Rowdy’. It’s not very often that we have a truck on our cover without a trailer behind it, but there is a reason for this one. The Isuzu is an around town tipper doing short trips between Gill’s own quarry plants and depots and to local construction sites.
• SPECIFICATIONS • But 460hp is enough to hook a trailer on and head a bit further away from base to do other jobs when needed. I take over for the second load of the day which is out to the Gill’s transportable crusher in the Wairau Valley. There’s a 10-tonne load of AP40 to bring back on Highway 63 and into home base. Once I’m in the cab it seems like a tight fit. Even with the seat as far back as it can go, the foot well seems tight. I am just under 6ft tall and after some adjustment of the steering wheel I find myself in an acceptable driving position. Adjusting the mirrors is easy with the electric controls to the left of the driver’s seat. On the main road, with 460hp available the Isuzu flies of the mark with no trailer on the rear, getting up to 90kph in no time. Getting through the gears in the 18 speed Roadranger presents no problems and although I find the gear box a little tight and the shifts quite short, it’s a very forgiving a Roadranger for a driver of my experience level. As we are running just below 90kph it doesn’t feel like I need to change the extra half gear to top gear. In 17th we are running at 1700rpm at 90kph and when I do take the half gear – just to see where the gearing sits – it settles at 1500rpm.
As I’m driving on some busy and narrow rural roads the lane keep assist buzzer gets a little annoying, so I turn it off. It doesn’t take long to find the button on the dash, and it all falls easy to hand. I really like the tidy layout of everything in this cab – it’s all really simple and easy to navigate. For my liking I find the steering feels a little too light and it does seem to pull to the left just slightly. It’s no way the worst I have experienced. The noise levels in this cab are very good. It’s really interesting to hear Rowdy say that he has noticed a decrease in dust levels inside the cab from his previous truck. I think that is a very good observation in relation to the cab changes and build. The two-stage engine brake is found on the left hand stalk – the first stage providing exhaust braking, and the second stage is the retarder. It works well at truck-only weights, with stage one ideal for reducing your speed down the gears as you approach the busy roundabouts in Blenheim. It’s not too long and we are back in the Gill’s depot where I do a U-turn in the yard to give Rowdy his truck back. The turning circle is very good which is a really good advantage for the type of work this truck is doing. It’s interesting that Gill Construction have put the 18-speed manual into this role rather than choosing an auto transmission. But at least there is the option for those that do prefer a manual box.
Isuzu Giga CYZ 460 6x4 manual Engine: Isuzu 6WG1 - TCC six cylinder in-line (24-valve SOHC). Euro V (Selective Catalytic Reduction) Capacity: 15.7 litres Maximum Power: 338kW (460hp) at 1800rpm Maximum Torque: 2256Nm (1664 lb-ft) at 900-1300rpm Fuel capacity: Diesel 400 litres, AdBlue 75 litres Transmission: Eaton RTLO18918B manual Ratios: 1st – 14.40 2nd – 12.29 3rd – 8.56 4th – 7.30 5th – 6.05 6th – 5.15 7th – 4.38 8th – 3.74 9th – 3.20 10th – 2.73 11th – 2.29 12th – 1.92 13th – 1.62 14th – 1.38 15th – 1.17 16th – 1.00 17th – 0.86 18th – 0.73 Reverse – L/L 15.05, L/H 12.86, H/L 4.03, H/H 3.43 Final Drive ratio: 4.33:1 Front axle: Reverse Elliott I-beam, 7500kg Rear axles: Hypoid tandem drive with inter-axle lock (26,000kg max) Auxiliary brakes: Drum with ABS/ EBS and Advanced Emergency Braking Front suspension: Tapered parabolic leaf spring with stabiliser bar Rear suspension: Isuzu 6 rod trunion with tapered parabolic leaf springs GVM: 24,000kg GCM: 58,000kg
Truck & Driver | 39
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Driving the economy
Transporting New Zealand Interim CEO Dom Kalasih presenting at recent the South Island Seminar in Twizel.
Roads, speeds, and fast track legislation by Dom Kalasih Interim Chief Executive Ia Ara Aotearoa Transporting New Zealand
I
T’D BE A BRAVE PERSON WHO WOULD EVER THINK winter is a quiet time. That can be a good, and a not-so-good thing. For instance, we had our South Island seminar in Twizel in June, which has been described by a number of folks as the best industry gathering they’ve been to in years. There were great presentations, interesting points of view, a bit of banter with the crowd, and a lot of good times. In fact it was so popular, we had to close off registrations early. Our next one, in Napier in early October, looks like being just as informative and fun. But while we were in Twizel, things went a bit stern-shaped as the Aratere found itself on dry land, which is never a good place for a Cook Strait ferry to be. We’ve been saying for months that the government needs to work out how to keep the ferries safe and reliable at getting our members and their customers’ freight across the Strait. It was just fortunate for everyone that the loss of steering happened in the Sounds close to Picton, and not in a more treacherous place.
We worked with our members and the ferry operators to prioritise freight and to maximise the remaining capacity of the Strait ferries. But delays can put time-sensitive freight at risk, as well as interfere with the drivers’ work-time compliance and rest time requirements. By the time you’re reading this I expect that the Coalition Government has considered the advice from the Ministerial Advisory Group (MAG) which had been tasked with providing advice and assurance on the future of KiwiRail’s inter-island ferry service. Therefore hopefully we’re all feeling a little more confident that there is clear commitment and a plan is in place to sort our Interislander ferry crossings. In the background during all of this, but not too far back, the Coalition Government has been making all kinds of news announcements about potholes, legislation and speed limits. I’ll mention them all shortly, but just be assured that as an association that works on behalf of the road freight sector, we are always quick to respond and will always consider not only the interests of the industry, but also the wider community. Truck & Driver | 41
Driving the economy Pothole fund We’re pretty happy with Transport Minister Simeon Brown’s announcement that $4 billion will be spent preventing potholes. It’s good news for transport, and other motorists. It’s part of a three-year plan which shows a commitment to better roads, including increased requirements to repair potholes on the state highway network within 24 hours. [That may be a bit optimistic in large areas like Northland with limited resources, but it’s good to aim high sometimes!) As long as half of it’s not wasted on road cones, the injection of the $2.07 billion allocated for pothole prevention on highways, and $1.9 billion on local roads, should make a huge dent in the problem. Fast Track legislation The Fast Track Approvals legislation has been controversial. However I would urge critics to consider the Ministry for Environment (MfE)’s view. In February this year, MfE said of the current consenting process: “The process for seeking approvals for major projects in New Zealand [is] slow, costly and complex. “The approval processes place insufficient value on the positive economic and social benefits of development. The result is excess cost and a stifling of development.” I would argue that it is unacceptable to leave the RMA system as it is. We need a better system, and while the first draft of the Fast Approvals Bills may not have been perfect, let’s focus on supporting a change and tweaking it to get it right so we can get the infrastructure we need to start getting built. Rethink on speed limits A good, pragmatic decision has been to reverse blanket speed limit reductions put in place in the last four years. A one-size-fits-all approach to speed limits makes no sense. And even though speed limit changes won’t directly affect trucks, which are limited to 90 km/h maximum throughout New Zealand, more free-moving traffic benefits all road users. We still support lower speed limits in areas of high crash histories, and maintaining variable speed limits outside schools during pick-up and
Roads built to a high standard, like Transmission Gully in Wellington (pictured) and the Waikato Expressway, are suitable for 110kph speed limits for cars.
42 | Truck & Driver
drop-off times. But where roads are built to a high standard, like Transmission Gully in Wellington and the Waikato Expressway, 110 km/h for cars seems absolutely sensible. We haven’t seen anything about lifting the maximum speed for heavy trucks. Perhaps one reason for that is the safety factor of our drivers and other road users, and another is the fact that fuel use increases goes up quickly over the 90 km/h mark. We’ve been advocating for a return to sensible road speed limits for a while now so it is good to see the Coalition Government taking this step. Re-think on health and safety The recent announcement by the Workplace Relations and Safety Minister, Brooke van Velden, that the government is beginning consultations on health and safety at work, is also welcome. There has not been enough recognition that the actions of other parties in the supply chain have a major influence on the behaviour and operational practices of our members. Delays at customer points, such as when picking up or dropping off loads, can have a big impact on driver schedules, and that can have flow-on effects to drivers meeting regulatory requirements such as driving hours. In similar fashion, if the infrastructure at truck pick-up and destination points is not designed and maintained well, drivers face increased risk to their health and safety when loading and unloading. We’re also concerned at the growing number of cases where there seems to be less consideration and fundamental thinking about risk management. The focus of some regulators appears to be focused on compliance with a particular system rather than how effective and appropriate it may be at managing the risk to health and safety. It worries me we’ve gone through a period where people can’t see the wood for the trees. We’ve been advocating for a return to a sensible risk approach, so it is good to see the Coalition Government taking this step and we will be providing a formal submission on this.
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Driving the economy
A united voice for industry, and fun
Words and photos: David Killick
T
HERE WAS A GOOD GATHERING OF TRUCKIES putting the industry to rights at Transporting New Zealand’s recent South Island Seminar in Twizel. Several hundred people braved the slightly chilly conditions to attend the seminar at the Distinction Mackenzie Country Hotel on June 22. Paul Rait, RTANZ Region 4 president, and Shona Robertson, RTANZ Region 5 president, said the seminar was a good chance to work collaboratively for the good of the sector. “Collaboration is the key to progress to build a resilient, dynamic industry,” said Robertson. “Change can be daunting. We need to present a united front. It’s a chance to listen and learn. Our industry voice needs to be strong and united.” Transporting New Zealand interim chief executive, Dom Kalasih, who opened the seminar, had an especially busy weekend: juggling managing events with talking to national media about the grounding of KiwiRail’s Interislander ferry Aratere in the Marlborough Sounds. Waitaki National MP, Miles Anderson, blamed the previous government
Hugh Tait, Commercial Vehicle Safety Team South Island manager, left, Mark Pinner, NZTA Waka Kotahi’s system manager for the central South Island and Transporting New Zealand’s interim CEO during a panel discussion.
for many of the current problems but said change was necessary. “Decisions that we are making are vital for rebuilding our economy.” These included exiting projects with “unaffordable escalating costs.” RONS (Roads of National Significance) and RORS (Roads of Regional Significance) as well as a national infrastructure agency would “enable people to get around economically and safely and also help economic growth.” A big highlight was the presentation of the Transporting New Zealand’s 2024 awards. The nitty-gritty of the seminar focused on specialist topics: Malcolm Hollis, from PwC, a business restructuring services specialist, discussed liquidations and insolvency. Hollis said the transport sector was under considerable pressure, with liquidations up, however: “It doesn’t mean the whole world is falling apart. Good financial management is essential.” This will also include AI. Riccardo Areosa, manager of permitting with Safer Commercial Transport from NZ Transport Authority Waka Kotahi, updated the seminar on permitting. A new permit processing form is scheduled to be introduced in December and will be fully digitized for HPMVs. Adam Jennings, from ACC, talked about Recovery at Work for transport operators. (See story in this magazine.) Staying home and resting is no longer the best way to recover from an injury, he said. Katrina Pfeifer, a senior associate at lawyers Wynn Williams, busted some of the myths on employment law. Instead of relying on verbal warnings and agreements, employers should use written records, and it is important to have a formal process. Just having an anti-harassment and bullying, policy is not enough. Pfeifer also spoke about coming changes to the Holidays Act. (For the latest on employment law, see Wynn Williams’ column by Amanda Douglas in this issue.) Hugh Tait, police Commercial Vehicle Safety Team South Island manager, talked about the new Rakaia weigh station. “It’s all about efficiency
Trucks aren’t to blame for potholes
By Dom Kalasih
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OTHOLES ARE A PAIN AND THE BANE OF DRIVERS, from the smallest scooter to the largest truck. The announcement by Transport Minister Simeon Brown that $4 billion will be spent preventing potholes around the country is good news. Complaints about potholes are nothing new and the worsening state of New Zealand’s roads is the result of decades of under-investment so more funding is overdue. Some critics have argued that larger trucks are responsible for many potholes, but a deeper dive into the facts behind road science reveals this is not the case. I’m not a pavement engineer but I do have an engineering background and the view that the high axle loads of trucks cause potholes is, in my opinion, simply not true.
Damage causes Heavy axle loads will have an impact and ultimately that loading can deform the pavement. The deformation occurs because the layer of pavement below the seal is compressed, resulting in a set of continuous ruts that match the track width of the tyres of trucks and trailers. That roading failure is typically called “rutting”. 44 | Truck & Driver
Potholes are typically relatively isolated events. There is either an isolated failure in the pavement which causes a weak spot and/or there is a failure in the seal (the black asphalt cover) which allows water to get into the pavement structure and erode and weaken it. The road centreline and lane edge line are not areas that typically undergo significant axle loading yet theses failures have still occurred. Granted, if the pavements and seal are not maintained, excessive rutting can lead to seal failure which in turn increases the risk of potholes appearing, but the underpinning causation factor is the pavement failing, quite likely due to it not being maintained. Paying for fixing Should heavy trucks pay more to keep the roads in a serviceable condition? Well, they already pay. The most recent independent analysis was prepared by Ian Wallis Associates, under contract to the Ministry of Transport, and completed in April 2023, and is entitled the New Zealand Domestic Transport Costs and Charges (DTCC) Study. The DTCC Study shows that no road users pay their full costs. However, breaking down the aggregated figures between personal transport and freight movements shows the $4.8 billion total user revenue is earned from about $2.9 billion from personal transport (average cost
Driving the economy
and the vision to have an integrated network of cameras.” Mark Pinner, NZTA Waka Kotahi’s system manager for the central South Island, discussed roading upgrades to state highways. “We’re changing our approach. It’s a big step from where we have been, everyone agrees we need to do that. We need to go back to basics to make sure we are delivering the right thing.” John Collins, EROAD’s market director for heavy transport, spoke about new product and system releases. “We have been developing an AI based benchmarking solution.” EROAD Clarity Edge is a next-generation AI-based in-vehicle camera that will enable safer driving habits. Decarbonisation is another benefit. Hamish Piercy, from NZI Fleet Fit, showed a video showing how fatigue can cause accidents – and how operators can take advantage of tools on offers, such as products from AutoSense and Fit for Duty, to prevent them. recovery 49%) and $2 billion from freight transport (average cost recovery 56%). In other words, the average cost recovery for freight transport is higher, or better, that the cost recovery for personal transport. Furthermore, when considering user charges and the public sector costs covered by each mode, cars cover 55% of their costs, rail freight only covers 39% of its costs, while heavy trucks are covering 76% of their public sector costs. It is true that trucks can be bigger and heavier than they used to be a few decades ago and now include HPMVs, or High Productivity Motor Vehicles, such as 50MAX – nine axle vehicles over 44 tonnes. However, these are paying significantly higher levels of road user charges than other vehicle classes, reflecting their impact on the road. Heavy goods vehicles, diesel vehicles, and now EVs and plug-in hybrid electric vehicles (PHEVs), must pay road user charges. This is very much not a case of one size fits all; the charges vary according to the weight and axle configuration of the vehicle. That means RUC charges range from diesel cars and utes typically paying $76 per 1000km, to heavy truck and trailer combinations operating at 53 tonne paying in the order of 10 to 15 times more. It’s not unusual for some of our members to be paying $100,000 in RUC each year for just one of their truck and trailer combinations. (The rates are complex, with multiple levels of RUC; see the NZTA Waka Kotahi website for details.) More efficiency It is also far more efficient to have fewer, heavier trucks carrying bigger payloads than it is to have smaller, lighter vehicles making more frequent trips. This results in not only less congestion but lower emissions overall.
Above: Katrina Pfeifer, a senior associate at law firm Wynn Williams, busting some myths about employment law. Top: Economist Cam Bagrie told the Seminar while things are tough, they will get tougher. Grant Lowe, of the South Island Port Users’ Group, Dom Kalasih, and Transporting New Zealand policy advisor Billy Clemens held another panel discussion, and life member John Petrie facilitated a session on sector groups, comprising roads and vehicles, bulk and specialised, livestock and rural, general freight, logging, and ports and intermodal. The use of larger, more productive vehicles can reduce carbon emissions by between 20-35%, according to the International Road Transport Union. In order to realise these benefits, our roads and infrastructure, including bridges and intersections, must be fit for purpose. Our truckies are more than happy to contribute via road user charges to a system that focuses on keeping the roads up to a high standard, including better pothole maintenance. For New Zealand’s economy, and for our communities, that’s essential.
Rutting occurs because the layer of pavement below the seal is compressed, resulting in a set of continuous ruts occurring in the lane mirroring the track width of the tyres of trucks and trailers.
Truck & Driver | 45
Driving the economy
The immaculately restored 1994 FH Volvo on display outside Upper Clutha Transport’s new site in Luggate, in Central Otago.
By regional sector adviser Jim Crouchley
Top new spot for Upper Clutha Transport
L
AST MONTH, I HAD THE PLEASURE OF VISITING Jamie Harrington and his team at the new Upper Clutha Transport site. While the old depot had a sunny office for most of the day, the new one is well-heated and positioned for all-day sun, making it a much better workplace than the decades-old yard. The new site, at 86 Church Road, Luggate in Central Otago, includes an Allied fuel stop and serves as a fertiliser consignment store for both Ravensdown and Ballance. It also has bays for transport repairs, space for another Transporting New Zealand member, and an area for heavy vehicle maintenance and repairs for the company’s customers. A tyre company and a windscreen
supply and installation business also operate in the complex. The building features very nice accommodation units for drivers who are staying overnight or working on local projects. Its exterior is designed to blend harmoniously with the beautiful Central Otago landscape. As an old truck driver who appreciates vintage machinery, I was thrilled to see a restored 1994 FH Volvo, destined for the Transport World Museum, on display outside the office. It looked brand new, and you have to check the registration sticker to verify its age. Jamie said several people had asked, “What deck will be fitted to it?” and “What work will the truck do?” due to its immaculate presentation.
The new site includes plenty of workshop and office space, as well as overnight accommodation. The exterior of the building is designed to be in harmony with the beautiful Central Otago landscape.
O
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 46 | 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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Father and son Duncan and Steve Borlase have developed Borlase Transport into an award-winning Nelson log transport operation.
N A PADDOCK BEHIND THE BORLASE TRANSPORT YARD AT Wakefield is the small machine that started it all for Duncan Borlase. The 41 trucks in the Borlase Transport fleet now working in the Nelson region forests are the result of a casual conversation which drew 17-year-old Duncan into forestry work in early 1977. Pretty good timing as it turns out with work in the Nelson forests beginning to ramp up during the 1980s. “We got into forestry a little bit by accident,” says Duncan. “I came from a farming background and my brother still has the farm up at Lake Rotoiti. “We had a little CAT 922B wheel loader with a bucket on it. One of the forest managers for H. Baigent & Sons had a bach up at the lake, and we were doing a little job on the road for him. “He made the comment `if you had a set of forks on that you could use it in the bush’. So, we bought a set of forks for it, and they promised us three month’s work a year when they were busy. “My brother was more the farmer than I was, and I thought I’d have a crack at it.” It was the springboard for Duncan to spend his working life in the Nelson forestry industry. “I did three weeks for them and then carted it back up to the farm on a Friday afternoon. They rang up on Monday and said `we need it back again’ and it didn’t go home again for two years.” It was a modest start that gave Duncan a first taste of work in the forests and the importance of relationships in the industry. “After the first Harakeke fire I was on the loader doing the cleanup and they needed a truck to cart the posts away,” Duncan says.
“The same guy who got us in with the loader said, `why don’t you bring the farm truck down’. “So, our first foray with a so-called log truck was a mighty Leyland Mastiff with a 180hp Perkins V8. It sounded good but that’s all it did. But it had a 10-speed Roadranger, and you could swap the cogs flat out – which is what you needed to do, or you lost momentum real fast. “The cleanup took about three or four months, and at that time Baigents were trying to get owner-drivers going and couldn’t get anyone interested. I thought I’d give it a go. “The gutless old Leyland Mastiff went back to the farm, and we bought a 3070 International brand new, which was quite a big step. That was 1979.” Initially Duncan hauled posts for Baigents, but the truck had both bolsters and a flat deck to cart logs or timber packs when required. “We had no contract with them. They were always saying; `we’re coming into a lean period’, but I could always bank on one of their trucks breaking down and I just kept on going.” In 1982 Duncan traded the 3070 on an International T-Line and in 1987 he traded again and bought a Foden S108. “About that time the Eves Valley Mill kicked off and the volumes ramped up, so I bought a second Foden. I was a bit lucky. It was an owner-driver situation with Shell-Baigent-Todd by that stage, but they let me have two trucks, primarily because the driver I had was really good.” Both Internationals had been yellow, and it was the Fodens which introduced the blue colour scheme for the trucks which carried the name D.A & S.J. Borlase Ltd, the initials of Duncan and his wife Stephanie. Truck & Driver | 51
The scheme gradually evolved into the modern blue, silver and gold livery and the company name became Borlase Transport in 2007. “The colours are based on Scott’s Transport from Tahuna. I liked the colours and rang them up to ask if we could do something similar,” says Duncan. There were new forest owners on the scene in the early 1990s and more areas being harvested around the Nelson region, including Carter Holt Harvey buying the Hira Forest. “There was a bit of a change then. Traditionally we were all owner-drivers and the company set the rate and we’d work to that rate. “When Carter Holt Harvey bought the Hira Forest, they decided to put it up for tender. “We all went `shock, horror, this is the beginning of the end’ and to some degree it was. “I secured that tender and bought another truck which I double shifted, doing the night shift myself. “We did that contract for seven years. It was actually only for five years but after five years we just kept quiet and stayed working and they [CHH] were happy because it suited them. “In 1997 Carter Holt Harvey did the Key Supplier thing
52 | Truck & Driver
nationwide, and I got selected as a Key Supplier. I got two-thirds of the volume here and they brought Mark McCarthy in as well. “At first, I was a bit nervous of Mark because I didn’t really know him, and he was certainly a bigger player than I was. But we got on well and after a couple of years we formed a partnership to do all of the CHH work and anything else we could pick up. “It was a good working relationship and still is to this day. A couple of months ago he helped us out with a few trucks when we started a new contract. “It’s the same with Warwick Wilshier, Frank Croft and Steve Murphy. We all work together and help each other out.” Those relationships would allow Duncan to weather some tough times ahead. “We survived as a Key Supplier for five years. It was interesting. I said to the Distribution Manager at the time, who was running it for CHH `I know I’m going to have to ramp up, but my worry is in six or 12 months, what if you start slashing the rates?’ “He said, `it’s not about that’. Wrong. We hadn’t got to the end of 12 months, and we all had to be in Tokoroa for what was called a safety meeting. “There was a big safety speech and right at the end he says,
`by the way at the end of the month there’s going to be a 5% rate reduction and you have demonstrate how to take another 5% off as well. “In the end we actually took over the dispatch function for them because that’s where we thought we could achieve some efficiencies for them. They agreed on a trial basis, and it worked. “We survived for the five years and then they put it all up for tender again. They went with the cheapest price, and we missed out with all the work here in Nelson going to the other log truck companies. “We had 14 or 15 trucks at that stage, and it was `see you later’. My mistake was I had put all my eggs in one basket and focused on CHH who were the big player. The industry can be bloody ruthless.” It was relationships that helped to keep the wheels turning. “The likes of Mark [McCarthy] and Warwick [Wilshier] came to the fore and we were able to put a few trucks up north for them, but it was never going to be a long-term thing. “But we didn’t think the new rates were sustainable. So maybe there would be a back pedal down the track. “We had five trucks up north and we picked up some other work around here and Frank [Croft] put some work our way. “It was that stuff that kept us going but we had a period of
about four years from 2002 to 2005 where the business went backwards,” Duncan says. “But back to relationships; the Port Underwood Forest was opening up. Rayonier owned the forest at that stage, and I had a relationship from years before with the guy who was running it. “He said, `it’s yours to cart’ and he had the logging crews to organise, and he didn’t want to worry about the transport.” The terrain at Port Underwood was demanding. “It was hard work and messy as blazes. As my drivers tell me; `it may not be the arsehole of New Zealand, but you can see it from there’. “If you get two drops of water on the surface you don’t want to be the second truck down the road. We’ve had a 6x6 hooked to a Kenworth and a Foden to pull a single trailer and we still couldn’t get up a hill. And it’s a public road. “But it turned the business around and then after five years we actually turned a profit.” In 2002, we started doing all of PF Olsen’s work here in the Nelson/Tasman region, which was the start of a long standing working relationship that continues to this day. Once again, the ownership of the Nelson forests was changing and in 2007 the Weyerhaeuser contracts came up.
One of the four Volvos in the Borlase Transport fleet crosses the Motueka River on Jansen’s Bridge. Truck & Driver | 53
Duncan Borlase (pictured) says the company’s four Mitsubishi 430 Shoguns (below) have been ideal for training new drivers and for working in confined spaces.
54 | Truck & Driver
“They were the big game in town, and I was definitely keen. Stuart Drummond and I put a partnership together and we got 30% of the work to start with and over the years we went to 40, then 50 and 60 per cent. “It was good, steady work. They had a sustainable cut to knock over and it was just day in and day out. And back then about 70% of the timber was for the domestic market and they weren’t so susceptible to the export market. And they are still a good company to work for. “The partnership still operates to this day. Stuart has sold out of it, but his son Brodie is running it with the CCA investment group from Auckland. It’s still a good working relationship. The big recent move in Nelson has seen Australian company One Forty One (OFO) take ownership of the former Nelson Forests Ltd and Kaituna Sawmill in 2018. Drummond Borlase Partnership was awarded 100% of the OFO log cartage contract earlier this year. “With a new contract we’ve had a big buy up and put seven new units on the road so far this year,” says Duncan. Which means the fleet has expanded to 41 trucks with the latest unit being a Scania 620 bin truck to serve an expanding area of the industry. The count includes two Western Stars, 15 DAFs, four Volvos, six Scanias, four Kenworths – with another on the way – and four Mitsubishi FS 430s. At present there are four trucks based in Blenheim, one in Murchison and the rest at the Wakefield yard. The trucks haul logs to local mills and Port Nelson and Picton, posts to the Gold Pine operation, and pulp wood to Nelson Pine Industries Richmond. The mix of brands is a result of buying up some existing operations, allowing some drivers a choice of truck and making sure there are `horses for courses’ in the fleet. “We’ve a really good run out of our DAFS – they are a great fleet truck,” says Duncan. “The Mitsis don’t owe us anything and when it’s quiet we’ll park them up. They have been the most reliable trucks we’ve ever had, and they are a bloody good training truck for the new drivers. Everyone has to learn to drive an 18-speed Roadranger, even if there’s a lot more automatics these days.” The nimble 430hp Mitsubishis and 3-axle trailers also prove useful for working in the Nelson City Council forests behind the city were HPMV access isn’t possible. Brand loyalty is spread wide in truck choices, but trailers are a different story. “I’ve been with Patchells since 1987 Everything is Patchells and we’ve had four new builds this year,” says Duncan. The steep terrain in the Nelson forests means two-staging is more common than in other regions. Borlase Transport have two solutions. “There’s a 6x6 MAN. We bought it for two-staging work, but it can go on-highway as well,” says Duncan. “We go out with a four-axle trailer, use it for two-staging all day and come back with a loaded trailer to offset some of the two-staging cost. It’s got CTI all around and it could climb the side of a house.” There’s another innovative Nelson approach to twostaging on the steep hillside forest roads. “About 4-5 years ago we bought a 730 CAT dumper, took the bowl off it and built a tipping flat deck on it. You put the
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This page: Duncan ran two Foden S108s in the late-1980s (left) and later bought his first Scania (right).
Bottom: The Nelson-based Carter Holt Harvey owner-drivers before the log cartage contracts were put out to tender.
wood across the deck which has got hydraulic arms on it. You can load it from the back or from the side. “The longest cut we do here in Nelson is 6 metres. Six metres on a forest road isn’t actually that wide because half of it is hanging out in the fresh air and on the other side there’s a metre-and-a-half of water table. It’s surprising how tight an area it can work in, and you can move 600-700 tonnes a day no problem at all. “It’s just another option and having a really good operator on it makes all the difference.” The newest truck in the Borlase Transport fleet is the Scania R 660 built by Patchells as a bin truck with a rear-mount Palfinger crane. It’s an expanding part of the business driven by OFOs sustainability targets, notably the reduction in slash and an emerging woodwaste-to-biofuel initiative. “We’ve been running a Hino bin truck for about three years,” says Duncan. “We bought a Hino crane truck from Chris Murphy of SML, and it’s been working full time ever since. It was an older truck with a new crane and about a 12 months ago we thought, `let’s get a new one on the go’. “The trucks cart the bin wood anywhere from 200m to 5km away and build a big mountain at one of the old skid sites. “Then a chipper comes in and chips it and sends it to a local horticultural outfit, who have got a fancy new boiler. “We see it as an emerging market, and we want to be at the forefront of it.” With Duncan having 47 years of experience in the industry, he’s
56 | Truck & Driver
seen a lot of changes. Health and Safety is one of the major ones. “After the first audit where I got grilled by the auditor, we got our act together. But it was the demise of some operators under the Key Supplier agreements. “Under the old WSMP system with ACC we got Secondary level the first year and we ended up with Tertiary level for about eight years.” “Under the new Contractors Certification that the LTSC [Log Transport Safety Council] put together, we were the second to achieve 5-Stars. SML were first and for about 12 months the North Islanders were hating it,” says Duncan. “It’s a good audit process. At first, I thought it was a bit over the top in comparison to the WSMP setup but achieving it does get recognised and rewarded. “It was a big effort to achieve 5-Star, but it had a part to play with the OFO contract we have just picked up.” Duncan was involved in the formation of the Log Transport Safety Council, a response from the industry from a spate of log truck rollovers that had transport regulators on the verge of closing down the log truck industry. “The LTSC has been a good body from day one and it’s done a lot of good work. A few years ago, it recognised it needed to get young blood involved and Steve [Duncan’s son] has been on the executive since 2021.” HPMV regulations have been a major change and Borlase Transport was one of the first to grasp its potential. “I got Patchells to build us a 9-axle unit and I thought we were going have the very first one, but Warwick [Wilshier] beat us by
a couple of days. But we got the first 9-axle for log cartage in the South Island. “When we got it, I got in touch with the local CVST officer and asked if he’d put it over the weighbridge to check that everything was right. “I never thought I’d sit at a weighbridge at 54 tonnes waiting for a cop to arrive. Now we run 58t with all our 9-axle units.” The other big change has seen Steve Borlase join the family company and emerge into a leadership role. But it wasn’t always a given that Duncan’s son would become involved. “Back when we were going through things with Carter Holt Harvey with no work Steve was quite young and there was no way I was going to encourage my son to get into it,” says Duncan. “I don’t mind admitting I tried to get out myself. I tried to sell but no bugger would buy me, it was as simple as that. At that time, I wasn’t encouraging Steve towards it.” Steve has been with the company since 2010, although he did an earlier stint before travelling overseas. “I’ve always had an interest in the trucks. I’d go out to Hira with dad on a Friday night after school and then fall asleep after the second load,” he says. For a time, Steve focused his attention on the tourism industry. “I moved to Queenstown and worked as a white water raft guide until I stuffed my knee up and couldn’t go back on rafts,” he says. “So, I moved up to Wellington and did a degree in Tourism Management. But while I was at Uni, I was also doing my licenses and the plan was to come back, drive for Mum and Dad for a year and save up enough to go off and do my OE. “I did that and came back and had to decide whether I’d use my degree in some sort of tourism role. But things were starting to get
busier here and I made the decision to move back.” Steve’s tertiary qualifications bring a different dimension to the business and his current title is Business Manager. “I take a more theoretical approach to management with some of the concepts I learnt at Uni, while the old man has learnt as he’s gone along over a lifetime of experience. “It was important that when I started in 2010, I drove for five years. I started on days and completed all my units and modules, then I became the `floater’ and then I did night shift. “In 2015 I took over the Health and Safety element. It was interesting going from the high risk of being a white water rafting guide to being the Health & Safety officer within a business. “I looked at it a bit differently to how a truck driver might look at it, but I also had the practical experience as a truck driver to apply to it as well. “We’ve also spent a lot of time in the last seven years working on culture in our business to create a good working environment. “But it takes time. If I look back to 2016-17, the business was growing but we needed to put better structures in place and more procedures to handle that growth. “It’s pleasing we are getting recognised for our work in Health & Safety. The Top of the South Forestry Awards have been run three times now. At the inaugural TOTs award in 2019, our Dispatcher Murray Newport took out the Distribution Excellence Award. Two of our drivers, Kev and Keith, have won the Log Truck Driver Award in 2021 and 2022 respectively, and also in 2022 we were awarded the Health & Safety Management Award.” Despite the differing theoretical and practical backgrounds, Steve says that for the most part he’s on the `same page’ as his
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father about how to run the business. “About 95% of the time we agree on where we want to take the business. There’s just the odd time we have to leave the premises so no one else gets to hear it,” he says. Steve’s growing role in the business has allowed Duncan to slow up – just a little. “Dad lives and breathes this business, but his grandkids are the one thing he’s happy to divert his attention to,” says Steve. Duncan says: “I’m a pensioner now, but I still enjoy working. I’ll probably slow up a bit, but I’ll be here annoying people for a while yet.” In the early days, Stephanie Borlase did the books for the business while Duncan drove the trucks. On top of being Duncan’s biggest supporter throughout the years in business, Stephanie worked as a Probation Officer and then became a trainer for the Corrections Department. “These days she’s a professional grandmother,” says Duncan. Duncan and Stephanie’s daughter Teri has three children and Steve has two, all aged between eight and three. “If he’s not here at the yard then he’s up at the house with them,” says Steve. Teri also works in an administrative role for the business, adding to the family affair. “It’s one thing we have a big focus on, even as we’ve grown from 13 trucks to 41 trucks, is to keep a family focus. We like to think our staff are part of our family as well. Everything is about relationships and people,” says Steve. “The log industry is good in that respect. Road freight can be `pack your bags and see you Friday’ and we get a lot of drivers who are tired of that and have got a family. We can sell it as Monday to Friday and you are home every night,” says Steve. “You can still drive a big truck and be home every night,” adds Duncan. With almost 48 years in the log business, Duncan has seen the
rise and fall of log prices and cyclical nature of the industry. “I think the spikes and troughs are bigger than they used to be, and they seem to happen a bit faster now,” says Duncan. “The biofuels look like they are going somewhere, so long as government stays behind it. “One thing I take comfort in is that whenever a forest comes up for sale it doesn’t sit long. There’s always plenty of interest, whether it’s a small forest or a big forest. “People with a lot more intelligence than me obviously see them as a good investment. Forestry has got a good future.” Steve says the changes in the industry are both interesting and challenging. “Even though the industry isn’t flash at the moment, it’s an interesting time to be involved, especially around the new technologies coming out. “More companies are going with auto tensioners and chain slingers, and we are starting to fix the major problems which have been an issue for log truck drivers for years with rotator cuffs and all that. “At the same time, is fitting chain slingers to every truck the right way rather than getting crews to assist? We need to look at it more dynamically. “There is a lot of cost associated in chain slingers and auto tensioners and if you chuck that over 2500 trucks in the New Zealand logging fleet, that’s a lot of investment in technology. “We’ve made a commitment that all our new units will have auto tensioners. There are nine now and its part of the plan going forward. “There is so much stuff going into the trucks these days. When we get a new truck it’s a week’s work just to fit all the electronics – the scales, radios, tablets, CTI fitted.” Another innovation is the Guardian seeing eye units which monitor driver fatigue. Truck & Driver | 59
Four Kenworths – with a fifth due soon – include this 2017 K200. “I was pretty sceptical at the outset, but it’s been really good,” says Duncan. If I went back driving, I’d want one.” Steve says the Guardian technology has been invaluable. “We’ve had three occasions where we’ve gone out and taken over from a driver. People think it’s just about fatigue, but when you dig a bit deeper it can help discover underlying health and personal issues. “It was a requirement for the OFO contract, but we have put them in all the trucks.” To support the trucks and keep the operation running the majority of routine maintenance is carried out the Wakefield yard. “We do as much as we can here and there are two trucks in for service every day. We still have stuff going down the road to the service agents,” says Duncan. “All our trucks are on 12 month COFs, and you don’t get that unless you have a good maintenance routine.” The new workshop and office were built in 2018, adjoining an older workshop. For many years the office was a converted garage at the family house. One area where Borlase Transport has had success is bringing
Volvo FH16 700 loaded with posts for the Gold Pine plant.
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new drivers into the industry. “We’ve got five or six younger drivers who are really good. They are keen as mustard and love trucks. They put in a big effort every day and they listen to me if I tell them to pull their head in or I threaten them with driving an old Mitsubishi for a few days,” says Duncan “They are so enthusiastic. Yeah, they call me grandad, but I couldn’t give a rat’s arse. They do a good job.” The company put a strong emphasis on training, in recent years finding Class 4 drivers who want to graduate to Class 5. “The focus has changed. A while back if we needed someone, we’d put the word out to our drivers and someone would walk in with 10 years of log truck experience,” says Steve. “It’s shifted to us looking for Class 4 drivers and training them the way we wanted. They are fresh and enthusiastic and haven’t picked up any bad habits. “A lot of our senior drivers hold Gold status in the Training Pathways scheme. And at the moment there are nine drivers in the country who hold Platinum [the highest level], and three of them work here.
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“We don’t reward drivers here just on years of service. It’s all on a performance basis and there have been times when it’s some of the younger guys who have got the chance on a new truck.” Along with the focus for the future, there’s a little more emphasis going into preserving the history of Borlase Transport. Which brings us back to the little CAT that is the starting point for the story. “A couple of years ago I was looking on TradeMe and saw a little 922. I thought, `shit that looks like my old loader – I thought it would be dead and buried by now.’ “It turned out a guy from up north had bought it. He was a painter and panel beater, and he’d tidied it all up. I was looking at it and I thought `there can’t be too many 922s in the country that have got forks and a bucket. “And when I zoomed on the picture there was a weld on the back that I recognised that I was always going to grind off one day. I rang the guy and did a deal and Solly’s brought in down here for me.
“It’s 63 years old. It was second hand when we first had it. We bought it for $13,000, sold it five years later for $22,000 and bought it back for $7500. “The best thing about the Caterpillar was it’s got a proper transmission, and you can go from forward to reverse quickly. You could only pick up two good sized logs at a time, but you could work just as fast as the big Michigan loaders.” The CAT 922B won’t stay in the paddock for long. A shed is nearly complete for a selection of Duncan’s treasures including an SK 2435 Mercedes which is de-registered, but as recently as last year was out in the bush doing some two-staging work. And there’s another project – a Kenworth W924 awaiting restoration that was purchased from Darren Caulfield’s father.
Mercedes-Benz SK 2435 (top) and original CAT 922B wheel loader both played a key role in growing Borlase Transport.
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LEGENDS
1977KW ‘Unforgiven’ an award-winning showstopper G
RAEME AND RAELENE SKOU’S 1977 W924 KENWORTH MAY have started out life with Auckland’s Frankham Leasing as a conventional 350, but a little over four decades and a myriad of paint jobs later, and it’s been transformed into an award-winning showstopper that turns heads and drops jaws. “We bought it back in 2016 and we totally stripped it and rebuilt the whole thing,” says Graeme. And boy did he. With an 889137 chassis number and an IM9326 registration, the yellow and gold W924’s history began with carting general materials around the country by Alexander Grain and headed south to Hamilton where it remained until the early 80s, in various states of ownership/ contracting duties and livery that included gold, yellow and black. It was then that Ken Adams (KS Adams) picked up the W924 and took it further south to Lower Hutt and where it remained for the subsequent 32-years, before current owner Graeme took a shine to it. “We bought it in March 2016 off a guy in Wellington. He previously owned it before us for 32 years,” says Graeme. Although, truth be told, it did have an additional home with
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Carterton’s Tranz Transport for a couple of months before the move north to Graeme’s Rangitikei Truck & Diesel business in Marton. Graeme says that he was looking for a truck to do up as a project, with a sole purpose of showing it once done. Adding that he’d just always liked the look of the Kenworth, ‘it’s quite stylish for an old truck’ and this one had good bones. “It was just a hobby sort of thing to do one up,” Graeme says. “We stripped it right back to the chassis, and we rebuilt it over the next four and a half years. It went back on the road in October 2020.” However, this was no mere ‘back to original’ rebuild. “I’ll just run through what we’ve done to it,” Graeme explains. “We stripped it right down and we threw the old motor out which was a 350 Cummins and replaced it with a 620 Signature from a 2011 Freightliner. That was one alteration. The second one was the bonnet, we replaced it with one out of Mexico which is actually a foot longer, which is an American thing.” Wait, there’s more. “The front axle, we took all the springs out of that and converted it
to an air suspension front axle. The steel in the steel frame cab had had it, so we managed to get an alloy cab out of America for it. As well as a 60-inch sleeper.” Graeme says they replaced the chassis rails from the cab back and made it into a 260-inch wheelbase, ‘just to match up with the sleeper cabin and even up the proportion’, and they replaced the steel back suspension with an eight-bag air suspension. “And we took the 15-speed gearbox out of it and replaced it with an 18-speed,” he says. According to Graeme, the motor, gearbox and radiator all come out
of a couple of Freightliners. Actually, the motor and gearbox came out of a burnt-out Freightliner and the radiator came out of an ex-Regal Haulage Freightliner. It wasn’t just the exterior that got upgraded, the cabin did too, with the upholstery for the cab and the sleeper all coming out of 2B’s in Seattle, so it’s all buttoned upholstery. “They do all Kenworth upholstery. They don’t actually do any private upholstery for anyone, anymore, this was the last job they’ve done. We were very lucky,” Graeme says proudly. All the parts, the cab, the sleeper and all the chrome work were
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Frankham Leasing Ltd. – Auckland
Alexander Grain Ltd. – Hamilton
G.W. Phillips contracted to B. Cronin & Co. Ltd. – Hamilton
Previous Owners 21/01/1977 Franklin Leasing Ltd 21/03/1980 Alexander Grain Ltd
26/07/1983 Graeme & Sylvia Phillips 16/09/1985 Kenneth Adams
K.S. Adams contracted to ASC Flowers Transport Ltd. – Lower Hutt
K.S. Adams contracted to Daily Freight – Lower Hutt
sourced with the help of Brennan Chapman, in Matamata and according to Graeme, it was Brennan that had the idea of having a longer wheelbase, ‘so it would all look right’. Adding that the other person pretty instrumental was Geoff Duffy from TWL, he did all the braking and replaced all the piping. Graeme’s own workshop [Rangitikei Truck and Diesel], and in particular Gwyn Bliss-Bennet and James Rooke did all the modifications, fitting the motor in it and adapting it all so it eventually went. In fact, this was no mean feat either, as they essentially doubled the K924’s horses. “Roadrunner in Bulls, they cut out all the stainless steel for us, Willie Malcolm from Malcolm Cab Solutions in Rotorua, he did all the cab preparation, and Total Truck Spray in Palmerston North, they painted the cab, sleeper and chassis. It’s actually now in Ford colours, the same silver as my Ford Ranger,” Graeme jokes. “Hugo and Peter from Autokraft, Palmerston North did all the wiring, I sold a lot of the old parts, such as the tanks to Mark Pickard from Maramarua and replaced them with new ones. We also bought quite a few parts from him too, such as the airbag suspension out of a 404 Kenworth.” Last, but by no means least, Tony Walton from Custom Art in Fielding did a fabulous job painting the picture of Clint Eastwood on the back of the sleeper cab, and that’s where the ‘unforgiven’ name was born – they’re big western fans. Graeme says that he’s not sure about the torque of this revamped Kenworth, but according to the computer, it’s putting out 615 horsepower at the motor and it “goes like buggery”. “It started life with a Cummins 340 small cam, and they tell me it used to have an auto transmission when it first came out and it’s been converted to a 15-speed and then of course when I did it up, I converted it to an 18-speed.” According to Graeme, one of the hurdles they came across when they took out what he calls a ‘manual’ 350 and put the ‘electronic’
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09/05/2016 Graeme & Raelene Skou
signature in, was that all the gauges had to be changed. “We ended up getting gauges out of a 404 Kenworth and we replaced all those but then I had to cut all the dash out to get that right because it used to have air windscreen wipers in it, and I put in electric wipers that take up a lot more room and I didn’t have room for the gauges. I had to work it all around to make everything fit.” Obviously, none of the above was cheap, however, Graeme deems the project a ‘labour of love’ along with help from his wife Raelene. “I’ve got a nice garage at home, and I was up to do a lot of stuff myself. That’s why it took so long, it was slow going as I’m not actually a mechanic.” Graeme says that Nigel Randall certified it, adding that he had him involved from the start, so he was familiar with it at all. “Getting it registered again afterwards was reasonably easy because we de-rated it to 13-tonnes, so we can’t really use it for work. It’s our hobby truck.” He says that right now the truck is keeping the shed warm and they’ll bring it out for a truck run down south in October and hopefully come up to the Bombay Truck Show in January. They belong to the northern classic commercial truck club, and they’ve taken on truck runs and things like that. ‘That’s the main interest of it. It’s an absolute showstopper’. It’s won the Tui Truck show twice in a row, and they took it down to Wanaka and it won the classic track show down there as well. “It does look quite cool really – a vast difference from where it began.” But when asked if he would do it again, the answer was an emphatic no. “I love what we’ve done but it’s a nod from me. It’s one of these silly things you do in life and only realise afterwards what it took to do. People buy boats, aeroplanes, horses or play golf, I chose to do up a truck.”
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FEATURE
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A SUNNY WINTER AFTERNOON AT MT MAUNGANUI FOR THE Truck Works Mechanical show in late-June turned out to be a perfect stage for Porter Haulage to show off its freshly restored Peterbilt 357. The 1997 vintage `Pete’ has been part of the Porter Haulage fleet from brand new, working on low loader and heavy haul jobs throughout the country. Approaching its 30th birthday, the company decided to give the Peterbilt a substantial makeover, not only to preserve a rare truck but also to put it back to work. The restoration has primarily been cab and chassis with the work carried out at Te Rapa in the Porter’s fleet workshop and refurb facility. The teardown began in September last year, taking about nine months before the truck emerged with a fresh COF to make its maiden trip across the Kaimais to the Truck Works show with Porter Haulage manager Jason Pilling behind the wheel. Powered by a late model 450hp Caterpillar 3406, the 357 started out at Porter Haulage towing a range of `rows of eight’ heavy haul trailers. “It spent about three years based down in Christchurch at one stage with a `three rows of eight’ before it came back to Hamilton and worked out of Te Rapa – most doing tilt deck work,” says Jason. “The unit was ordered through Modern Transport and optioned up by Kevin O’Neil as a logging unit. That is why it had heavy duty rear end and was rather rough riding.” “We’re not really sure what sort of mileage it’s actually done, but it’s a lot. The factory odometer gauge stopped working at 919,564 miles and that was some time ago. We know that the last full time driver did over 100,000km in it in one year.”
Porter Haulage has completed a full rebuild of its 1997 Peterbilt 357, which has been with the company from new.
Porter Haulage has operated three Peterbilts in its fleet over the years. “There was also a cab over 362 and a 379. This is the one that has stayed on in the fleet says Jason. Most of the mechanicals were in good condition so the restoration focused on the chassis and cab. “The engine had an in-frame rebuild a while back and the gearbox had also been rebuilt. “The major change we’ve made has been switching to air suspension. We used an eight airbag system out of a Kenworth K200,” says Jason. “The rear wheels are the originals which have polished up nicely and it’s got a new pair of front wheels which are a bit of a different to
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The Peterbilt is the only truck in the fleet to carry the `old school’ Porter Heavy Haulage signwriting.
the usual offset for a Peterbilt.” “The dash and interior came in for plenty of attention including new Bostrum seats to replace the originals (supplied by TRT). “All the guys in our fleet and refurb shop put a lot of effort into it and did all of the panel and paint. Spark City in Hamilton helped with the electrics and Waikato Motor Trimmers and Waikato Stainless were also involved. “Wheelie Bright in Christchurch did the polishing of the fuel tanks and Graffito Signs in Hamilton did the sign writing. The Peterbilt is the only truck in the fleet carrying the old `Porter Heavy Haulage’ paint scheme and sign writing. And it’s also the only truck in recent years to receive a clear coated painted job. “The COF was done on the Thursday before the show at Mt Maunganui and we just had a few tiny detail
things still to get sorted like the heater,” Jason says. While the Pete is a head turner it’s kept its classic looks. “The idea was to keep it simple and clean with a bit of a nod to the American style of trucks. There’s a new bumper and we’ve put a big train horn in it and new custom stacks. “There’s a switch which will let us do a bit of a smoke show, but I forgot to do that over at Mount. “And the roof marker lights are part of the beacon lights which is something a bit new for us.” Jason says that by usual Porter Haulage standards, the Peterbilt will only have light duties in the future. “The truck has been special to us and was one of our bigger heavy haul units back in its heyday. And it’s a Peterbilt, so it’s not your everyday truck.
The Peterbilt is going back to work in the Porter Haulage fleet. 70 | Truck & Driver
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Opposite page: The rebuild at Porters from the day the truck finished work in September to the finished article in June. This page: New custom stacks, new seats and restored interior, and the Caterpillar 3406.
“One day there will be a museum to showcase the old machinery and there is talk this Pete will retire there, but at the moment we’re putting it to work with a tilt deck again.” The 357 will get a few chances in the limelight again. It’s already entered as part of the six-strong Porter’s line-up entered for the
Bombay Truck Show in January as Porter Haulage looks to defend its Best Fleet Display award from 2023. And there’s at least one big trip planned for the 357 next year. “I’ve already put my name down to drive it down south to Wheels at Wanaka next Easter,” says Jason.
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FEATURE
By Colin Smith Old Macks included restored Murray Salt R-Series (left) and 1985 6x6 Military Recovery Vehicle (right).
Truck show with the works SOMETIMES, THERE ONLY NEEDS TO BE ONE GOOD REASON to consider organising a new event. However, Mount Maunganui’s Josh Verity had multiple motivations for putting on the Truckworks Truck-Bike-Car Show on June 29. The inaugural show, held at the Truckworks premises in Mount Maunganui, was very well attended. Perfect BOP winter weather brought out a large crowd and plenty of top-line trucks, mainly from the BOP and Waikato regions, with a couple from further afield. “We pretty much winged it the first time and we didn’t do a lot of promotion. It was mainly just a Facebook flyer and word of
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mouth,” says Josh. “There were roughly 60 trucks, plus 50 odd cars and some custom bikes. It was about the right number for our yard – things were getting pretty tight, and we couldn’t have fitted any more. “The weather really turned it on, and it was impressive to see how many people turned up. We would also like to thank all of our sponsors who generously donated items to raffle off, helping make the event a success.” The motivation to stage the show was multi-faceted. “We wanted to celebrate the one-year anniversary of moving into our MacDonald St location. Additionally, we aimed to raise funds and awareness for the Talk Peach Gynaecological
Mack loggers (above), heavy haul tractors (below) and Kenworth machinery transporters (opposite page) lined up in the BOP sunshine at the Truckworks show: Photos: Jessica Barnes/Blissful Photography 23017GO Ixom FP Blue NZT.indd 1 1 NZT 2047 Clear Ad.indd
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Awareness Foundation, which is particularly meaningful to me as one of my sisters has been affected by gynaecological cancer. “And since it was my birthday, I thought we’d get a DJ and a live band in.” Josh says. Admission was by donation, and the collected notes and coins are still being tallied by the bank, with the final total destined for Talk Peach expected to be in the region of $6500. Josh established Truckworks six years ago and the business includes Truckworks Mechanical and Truckworks Engineering divisions. Mechanical specialises in repairs, maintenance, and servicing for a variety of heavy vehicles in both Mt Maunganui and New Plymouth and the Engineering division completes LT400 repairs and new truck and trailer builds. A recent expansion of Truckworks services has been a new truck washing and grooming facility in Mount Maunganui. The success of the business was recognised recently with the BP Maintenance Award, presented to Josh at the TMS Teletrac Navman Technology, Safety, Maintenance Conference and Exhibition in Christchurch earlier this year. The only prize awarded at the inaugural truck show was a People’s Choice award, won by Charlie Bailey’s The Bandit Kenworth W900, which was well deserved. Along with a line-up of competition and custom cars, one of the most popular attractions was the 1985 Mack 6x6 military recovery vehicle, which was kept busy taking eager children on truck rides around the surrounding streets. Josh says the success of the inaugural show has got him considering some options for the future. “We’re thinking about doing it again next year. I’ve already talked to someone about a possible collaboration and maybe finding a larger venue.”
Top: Bikes, trucks and cars made for a show with plenty of variety. Photo: Jessica Barnes/ Blissful Photography Left: Horotiu-based Hanes Transport made the trip to the BOP with Mack Super Liner, Scania and Volvo units. Below: The winter sunshine attracted a large turnout to the inaugural Truckworks show. Photo: Jessica Barnes/Blissful Photography
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FEATURE
The new Mercedes-Benz eActros 300 has gone to work in NZ Post colours working around Auckland and the North Shore.
eActros delivers for NZ Post NZ POST IS CONTINUING TO LEAD THE WAY IN SUSTAINABILITY by investing in zero emission transport technology with the first Mercedes-Benz eActros 300 all-electric truck joining its fleet. The 19-tonne truck is packed with next-generation battery technology, alongside advanced safety and driver assistance systems, plus online performance monitoring and data collection. It will be based in the greater Auckland area and operate daily between the Northshore and Silverdale covering over 300km daily. NZ Post Group Sustainability Manager Dawn Baggaley says NZ Post is focussed on decarbonising its transport fleet so investing in sustainable, zero and reduced emission vehicles is another move in the right direction. “Heavy transport plays a vital role in our economy, but it’s also a significant contributor to our national emissions,” Baggaley said. “Bringing the eActros truck into our fleet is just another milestone in our sustainability journey and step towards our goal of transitioning to net-zero emissions operations by 2050.” The eActros was first revealed in New Zealand at EROAD’s Hamilton Fleet Day in July last year and has undergone a year of validation testing during which it travelled 4000km in local conditions. Made possible with funding from EECA, the acquisition of the truck came after it was trialled by six different transport companies under a range of load and operating conditions. One of those trialling the truck was NZ Post’s freight and logistic company’s - the Fliway Group. NZ Post was the first company in New Zealand to add a hydrogen-powered truck to its fleet last year when it took possession of a Hyundai XCIENT Fuel Cell truck – which is due to hit its first 100,000km in the next few weeks.
It also invested in a Fuso eCanter, which will now move to Wellington to be tested in a new delivery network environment. “Our first electric Fuso eCanter truck, which was also cofunded by EECA, has been on New Zealand’s roads since 2022 and completed in excess of 90,000km moving freight within our network. “We believe both hydrogen and electric vehicles have a place in our business and will continue to trial and invest in initiatives that align with our sustainability goals. “Helping to reduce emissions within our road freight sector reflects NZ Post’s commitment to our people, our communities, and the environment. “For the last few years, we have been actively researching and deploying low-carbon solutions within our heavy transport network and we’ve seen the viability and reliability of using both electric and hydrogen trucks,” Baggaley said. “This is the second electric truck we are trialling and since we started trials, we’ve seen improvements in technology and capability. We plan to continue trialling different electric trucks to see what makes and models are best suited for our operational requirements. “Social responsibility and sustainability are not optional add-ons for us. They are fundamental to our values.” With the first unit now at work with NZ Post, the Mercedes eActros 300 is now available for New Zealand operators to order. Available in 4x2 or 6x2 rigid configurations, the eActros 300 is powered by three lithium-ion battery packs with a combined 336kWh capacity, which produces a peak performance output of 400kW and 330kW continuous output. CCS Type 2 DC charging takes a battery from 20% to 80% in 75 minutes with a 150kW charger. Operators can also Truck & Driver | 77
Above: The NZ Post eActros 300 is a 4x2 unit, and a 6x2 rigid version will also be available in New Zealand.
Below: Modern cockpit layout and the charging connection which allows 20-80% charging in 75 minutes from a 120kW system.
plan where they’ll charge by using the Mercedes-Benz range prediction tool, which has been tested to New Zealand conditions during local testing and validation. Mercedes-Benz engineers have produced a bespoke eAxle for its electric units, which incorporates two electric motors driving through a two-speed transmission. The M-Cab ClassicSpace cab gives drivers plenty of space to go about their work, while the driving position, instrument display and switchgear layout will be familiar to those who have driven a diesel Mercedes-Benz. Furthermore, noise has been reduced by approximately 50% (10dB) while a new EV-optimised multimedia cockpit features two 10-inch high-resolution
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information screens. Like its diesel stablemates, eActros comes equipped with a range of advanced safety features as standard, including Active Brake Assist 5 with pedestrian detection, Advanced Emergency Braking, Stability Control Assist, Lane Keeping Assist, Attention Assist, Stability Control Assist, and Tyre Pressure Monitoring. A secondary safety feature is the Acoustic Vehicle Alert System, which sounds a warning when the vehicle travels at speeds of up to 60kph to make other road users aware of the vehicle. Second-generation MirrorCam system comes as standard, featuring two in-cab A-pillar mounted 15-inch monitors.
TD34547
Queen St, Pahiatua Ph: 06 376 0020 Contact: Trevor: Mob 0274 437 968 Email: trevor@jacksonenterprises.co.nz www.jacksonenterprises.co.nz
NZ Post contractor Ramesh Lal says operators considering electric trucks need to research the vehicles as well as charging requirements and work schedules.
A learning experience
Q & A with Ramesh Lal – eActros contractor How long have you been contracting for NZ Post? I have been a contractor with NZ Post for 26 years now. I started off with a single van and now I am operating a multi-fleet operation. This includes 13 trucks, including two truck and trailer units and two vans, all operated by a team of 16 employees. When did you decide to look at an electric truck option? The first few electric vehicles that were released did not really suit our operations, mostly due to the availability of high-powered chargers nationwide, the mileage of the vehicle on a single charge and the payload capacity of the truck. During the last three to four years, the development of electric vehicles has progressed and the eActros has proven so far to be a
reliable option for some of our metro-based operations within the North Shore of Auckland. How do you think the truck is performing? It is still early days as the vehicle was only put into operation at the start of July, but initial feedback shows the drivers are enjoying the feel of the vehicle and how it can carry higher payloads than some of the first-generation electric trucks. This is a space to watch to see how the vehicle will perform over time especially with the battery when it ages over time. In comparison to diesel vehicles, there is also the aspect of increased ongoing maintenance requirements. What is your advice to other contractors who might be thinking about “going electric”? Do your research. Given the wide breadth of electric vehicles that are now being produced by manufacturers worldwide, it is important to find an option that suits your operation and the type of load you carry. You also need to understand vehicle charging requirements and designing work schedules around these. Even though the investment cost is high now due to the developing technology, electric vehicles are the way forward in the coming years. It will be interesting to review the long-term maintenance requirements of the vehicle to understand the total cost comparison. To summarise, it is an area to explore if there is potential for one to fit into your operations.
80 | Truck & Driver
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National Road Carriers
NRC welcomes new generation of board members Justin Tighe-Umbers, CEO, National Road Carriers Association
N
ATIONAL ROAD CARRIERS WELCOMED A DIVERSE NEW generation of board members at our annual general meeting on 24 June reflecting the geographic spread of our members, the changing ethnicity of our industry, and the breadth of governance skills required. Northland log truck company owner Ian Newey has been appointed Chairman with Waikato-based Glen Mackay of Orion Group as Deputy Chair and West Auckland-based Corey Burnett of Burnett’s Transport as owner-driver representative. Former Chairman John Baillie continues as Immediate Past Chair and long-term Auckland-based NRC member Bipendra Ram also joins the board. Other continuing board members are Life Member Calven Bonney and corporate communications expert Pamela Bonney of L.W. Bonney & Sons, Don Wilson of On Road Transport, commercial law specialist Shafraz Khan of Fortune Manning, and Adam Norman of Normans Transport. The new appointments were celebrated by long time NRC member Greg Sheehan, now retired, who sent a congratulatory email to NRC noting; “the sons and daughters of good mates from times gone by are now representatives of our industry on the board of the association. This clearly shows the commitment of families to this close-knit band of people, dedicated to help other like-minded people and enjoy the camaraderie of our industry.” Greg posted on NRC’s Facebook page: “It’s so great to see family descendants continuing involvement in the NRC Board. Corey Burnett, Pamela Bonney and Ian Newey are all following in their Dads’ footsteps as dedicated people for the betterment of our industry.” Ian Newey joined the NRC Board in 2019. He has been in the transport industry since he was 16 and bought his first truck at 24. Ian and his wife Shelley created IK & SM Newey Transport in July 2002 and today the company operates 35 log trucks of which 20 are owner drivers or contractors and 15 are owned by Newey Transport. Ian joined the board of NRC because he believes in the need to invest in the industry today to ensure a sustainable industry in the future. He says talent is key and the road transport industry has space for
everyone, whether you have left school with minimal qualifications or are a university graduate. Ian says there is a wide variety of roles available beyond driver, including finance, marketing, admin, mechanics, design, management, and operations. It is NRC’s role to help attract talent into the industry and ensure the industry trains, develops, and supports them to be the transport leaders of the future. Glen Mackay grew up around trucks, as his father owned Stockley’s Transport in Te Aroha. He formed Orion Group in 2001 and company now employs 165 permanent staff members (plus seasonal workers) and operates a fleet of more than 120 trucks which services a range of customers primarily across the poultry, pig, and dairy sectors. Glen is passionate about giving back to the industry after growing up observing his father in the role of President of RTA region 2. He says there are many challenges facing the industry, and bureaucracy is often the first stumbling block. Helping to break down bureaucratic barriers is one of the key reasons Glen joined the NRC Board. It’s great to welcome Bipendra Ram to the board given the growing ethnic diversity of the industry. Bipendra is a long-term member of NRC. Starting as a courier owner-driver for NZ Post in 2001, he has grown a fleet of 20 vehicles ranging from HPMV line haul units to inter-city metro delivery trucks. Bipendra’s company, Ram Logistics, contracts to NZ Post, Foodstuffs, and Goodman Fielder. Bipendra has taken on the NRC Board governance role to make “any contribution I can big or small, through my experience.” He says we have world class transport operators in New Zealand and a key challenge is the rising cost of running a transport company. New technologies and pressure for operators to adapt at pace with demands for faster transportation with a zero-carbon footprint will be the future of transport, he says. NRC has gained real momentum over the last year, and we plan to make the most of these gains as we head into the next financial year. Part of our success is annually reviewing the Board and open opportunities to members to help drive the organisation forward. I look forward to working with our new Board leaders and members. Truck & Driver | 83
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Rock and Rubble have put another superbly presented new Kenworth on the road. The first Rock & Rubble T659 is an 8x4 truck and trailer unit driven by Logan Midgley. The truck works between Auckland, Tauranga and Taupo with a Transfleet `Big Smoothy’ alloy tipping body and 5-axle trailer, moving aggregates from quarries to the R & R supply yards and spoil to tip sites. The drivetrain features a 615hp Cummins X15, Eaton RTLO 22918B 18-speed manual, Meritor MT21-165 differentials with Meritor disc brakes all round, and Airglide 460 suspension. Features include a custom seat upgrade in black leather with contrast stitching and bolstered support by RVE, an Engle under bunk fridge, custom Kentweld bumper and chrome 7-inch shroud less exhausts. Caufield Signs in Rotorua completed the livery and detail finishing.
Truck market slower in June NEW TRUCK SALES SLOWED DURING JUNE WITH 437 registrations recorded in the 4.5 tonnes and above GVM categories. The year-to-date ( January-June) total is now 2830 units – compared to 3048 at the same time last year, a 7.15% drop year-on-year (YOY). However the January-June half-year registration total is still the secondbest on record and is 103 units ahead of the January-June 2022 period. The trailer market, with 116 June registrations, was also down on the same month last year of 152 and the record June total of 164 units achieved in 2018. But year-to-date new trailer registrations are 22 units ahead of the same period last year and the market is stronger than any other year apart from the 2018 peak (866 units Jan-June). The overall truck market in June saw Isuzu building its leadership with 111 registrations for the month, boosting its YTD total to 612 units. Second placed Fuso (513/83) achieved 83 registrations, while Scania (325/51) remains in third place. Hino (277/44) continues in fourth, with Volvo (169/27) moving ahead of DAF (163/14). Kenworth (148/16) retains seventh followed by Mercedes-Benz (123/26), Iveco (117/11) while UD (114/10) rounded out the top 10. In the 3.5-4.5t GVM crossover segment, Fiat reached 150 registrations YTD by adding 24 units for the month, followed by LDV (121/11) and Ford (102/13). In the 4.5-7.5t category, Isuzu (211/44) continues to strengthen its
lead, ahead of Fuso (186/32), Iveco (62/3), Hino (56/8), Mercedes-Benz (55/19), Foton (45/1), Hyundai (34/6), Volkswagen (27/4) and Chevrolet (26/6). Isuzu (240/43) continues to dominate the 7.5-15t segment, with Fuso (170/24) a long way behind in second and Hino (82/11) third. In the 15-20.5t segment, Isuzu (45/0) holds onto the top spot, one registration ahead of Hino (44/8) and Fuso. In the very small 20.5-23t segment, Scania (4/1) remains at the top ahead of Fuso (3/1) and Isuzu (2/0). In the 23t to maximum GVM premium segment, Scania continues to dominate with an impressive 50 registrations for the month of June, retaining the number 1 spot with 317 registrations YTD. Volvo (167/27) has moved ahead of DAF (161/14) with Kenworth (148/16) retaining fourth ahead of Fuso (120/18). Hino (94/16) moved ahead of UD (91/9) with its June numbers while rest of the top-10 remains unchanged with Mercedes-Benz (60/7) and Iveco (37/4) remaining in the ninth and tenth rankings. In the trailer market, Fruehauf (112/22) continues to lead the market the June registrations and the yearly totals. Domett (88/15) retains second ahead of Roadmaster (70/10) while Transport Trailers (51/4) holds fourth place. Patchell (48/4) retains fifth while TMC (45/11) moves ahead of M.T.E (40/6). Fairfax (30/4), Transfleet (28/5) retain their positions while Jackson (21/4) moves into tenth to complete the YTD top-10. Truck & Driver | 85
4501kg-max GVM Brand ISUZU FUSO SCANIA HINO VOLVO DAF KENWORTH MERCEDES-BENZ IVECO UD FOTON HYUNDAI MAN VOLKSWAGEN SINOTRUK MACK INTERNATIONAL FIAT DENNIS EAGLE JAC SHACMAN WESTERN STAR FREIGHTLINER KAHU EV OTHER Total
Vol 612 513 325 277 169 163 148 123 117 114 72 40 33 27 24 16 15 10 7 5 5 4 3 1 7 2830
2024
% 21.6 18.1 11.5 9.8 6.0 5.8 5.2 4.3 4.1 4.0 2.5 1.4 1.2 1.0 0.8 0.6 0.5 0.4 0.2 0.2 0.2 0.1 0.1 0.0 0.2 100
Vol 111 83 51 44 27 14 16 26 11 10 5 7 9 4 6 3 1 3 0 0 0 0 0 0 6 437
3501-4500kg GVM Brand FIAT LDV FORD MERCEDES-BENZ VOLKSWAGEN RAM IVECO RENAULT CHEVROLET ISUZU OTHER Total
Vol 150 121 102 70 38 22 21 4 2 1 1 532
2024
% 28.2 22.7 19.2 13.2 7.1 4.1 3.9 0.8 0.4 0.2 0.2 100
Vol 24 11 13 13 3 1 1 1 0 1 1 69
4501-7500kg GVM Brand ISUZU FUSO IVECO HINO MERCEDES-BENZ FOTON HYUNDAI VOLKSWAGEN CHEVROLET FIAT RAM Total 86 | Truck & Driver
Vol 211 186 62 56 55 45 34 27 26 10 6 718
2024
% 29.4 25.9 8.6 7.8 7.7 6.3 4.7 3.8 3.6 1.4 0.8 100.0
Vol 44 32 3 8 19 1 6 4 6 3 0 126
June
June
June
23,001kg-max GVM % 25.4 19.0 11.7 10.1 6.2 3.2 3.7 5.9 2.5 2.3 1.1 1.6 2.1 0.9 1.4 0.7 0.2 0.7 0.0 0.0 0.0 0.0 0.0 0.0 1.4 100
% 34.8 15.9 18.8 18.8 4.3 1.4 1.4 1.4 0.0 1.4 1.4 100
% 34.9 25.4 2.4 6.3 15.1 0.8 4.8 3.2 4.8 2.4 0.0 100
A new DAF XF 530 FAD Super Space Cab for Tall Transport at Hibiscus Coast is making deliveries around Auckland during the day and running to Tauranga on night shift. Shayne Tall has been an owner-driver with Owens for more than 30 years and his new truck is fitted with a Domett curtain side body and matching 5-axle trailer. The Euro 6 Paccar MX13 develops 530hp and is paired with a Traxon 16TX2640 16-speed automated transmission. Features include a longrange fuel tank, Southpac fitted roof-mounted light bar and LED lights, part leather interior and under bunk fridge. TCC Signwriters in Onehunga applied the graphics.
7501-15,000kg GVM Brand ISUZU FUSO HINO FOTON IVECO HYUNDAI UD TRUCKS MERCEDES-BENZ MAN Total
Vol 240 170 82 27 10 6 5 2 1 543
2024
% 44.2 31.3 15.1 5.0 1.8 1.1 0.9 0.4 0.2 100
Vol 43 24 11 4 1 1 0 0 0 84
15,001-20,500kg GVM Brand ISUZU HINO FUSO UD IVECO MERCEDES-BENZ SCANIA VOLVO DAF OTHER Total
Vol 45 44 34 18 7 6 4 2 2 6 168
2024
% 26.8 26.2 20.2 10.7 4.2 3.6 2.4 1.2 1.2 3.6 100
Vol 0 8 8 1 3 0 0 0 0 6 26
20,501-23,000kg GVM Brand SCANIA FUSO ISUZU SINOTRUK IVECO HINO Total
Vol 4 3 2 2 1 1 13
2024
% 30.8 23.1 15.4 15.4 7.7 7.7 100
Vol 1 1 0 1 0 1 4
June
June
June
% 51.2 28.6 13.1 4.8 1.2 1.2 0.0 0.0 0.0 100
% 0.0 30.8 30.8 3.8 11.5 0.0 0.0 0.0 0.0 23.1 100
% 25.0 25.0 0.0 25.0 0.0 25.0 100
Brand SCANIA VOLVO DAF KENWORTH FUSO ISUZU HINO UD MERCEDES-BENZ IVECO MAN SINOTRUK MACK INTERNATIONAL WESTERN STAR FREIGHTLINER SHACMAN OTHER Total
Vol 317 167 161 148 120 114 94 91 60 37 32 22 16 15 4 3 1 1 1403
2024
% 22.6 11.9 11.5 10.5 8.6 8.1 6.7 6.5 4.3 2.6 2.3 1.6 1.1 1.1 0.3 0.2 0.1 0.1 100
Vol 50 27 14 16 18 24 16 9 7 4 9 5 3 1 0 0 0 0 203
Trailers Vol Brand FRUEHAUF 112 DOMETT 88 70 ROADMASTER TRANSPORT TRAILERS 51 PATCHELL 48 TMC 45 M.T.E. 40 FAIRFAX 30 TRANSFLEET 28 21 JACKSON CWS 20 TES 20 19 FREIGHTER HAMMAR 17 LOWES 12 MILLS-TUI 10 TANKER 10 KRAFT 9 8 LUSK STEELBRO 8 EVANS 7 TRT 7 SEC 6 MTC EQUIPMENT 6 LOHR 5 PTE 4 FELDBINDER 4 4 WARREN MD ENGINEERING 3 SDC 3 TEO 3 KOROMIKO 3 COWAN 2 OTHER 53 Total 776
2024
% 14.4 11.3 9.0 6.6 6.2 5.8 5.2 3.9 3.6 2.7 2.6 2.6 2.4 2.2 1.5 1.3 1.3 1.2 1.0 1.0 0.9 0.9 0.8 0.8 0.6 0.5 0.5 0.5 0.4 0.4 0.4 0.4 0.3 6.8 100
Vol 22 15 10 4 4 11 6 4 5 4 2 3 0 2 3 0 2 0 0 1 1 1 0 1 0 0 0 0 0 0 0 1 0 14 116
June
June
% 24.6 13.3 6.9 7.9 8.9 11.8 7.9 4.4 3.4 2.0 4.4 2.5 1.5 0.5 0.0 0.0 0.0 0.0 100
% 19.0 12.9 8.6 3.4 3.4 9.5 5.2 3.4 4.3 3.4 1.7 2.6 0.0 1.7 2.6 0.0 1.7 0.0 0.0 0.9 0.9 0.9 0.0 0.9 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.9 0.0 12.1 100
W C c I o O l e u r a
C 9 I 0 0 0
S 4 I 0
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Central Transport’s new bulk unit is a Scania R 770 B8x4NB teamed with a Transport Trailers alloy bathtub and 5-axle alloy trailer. The Euro 6 DC16 16-litre develops 770hp driving to an Opticruise GRSO926R 12-speed AMT with 4100D retarder and RB735 Hub reduction rear end. Air suspension front and rear, disc brakes with ABS/EBS and Adaptive Cruise Control are fitted with features including scales, fridge, CTI, Dura-bright alloys, Caulfield drop visor, stoneguard, roof mounted beacon, and custom stainless work by Transport Trailers. Driven by Mike Robb, the R 770 was sign written by Caulfield Signs with Cab & Chassis paint by Fleet image and sold by Callan Short.
TD33501
Kings Log Transport in Invercargill has two new International RH-R8HD loggers in its 100-plus fleet. Sold by Shaun Jury at Intertruck Distributors branch in Christchurch, the NZ-built 8x4s are driven by Dan (Truck 44, below) and Tony (Truck 138, left). Both are powered by 550hp Cummins X15s producing 1850 lb-ft of torque with Eaton MXP UltraShift 18-speed transmissions and Meritor 46-160 rear axles. Features include log spec alloy bumpers, electronic control air suspension, twin vertical pipes and 9-inch offset front rims. Refurbished Modern Transport Trailers multi-bunk 5-axle log trailers are working with the new Internationals.
POWER IS NOTHING WITHOUT CONTROL
Truck & Driver | 89
Taranaki’s Michielsen’s Transport have a new Volvo FM 540 6x4R sleeper cab for bulk work being driven by Ross Larking. Power comes from a 540hp D13C driving to a 12-speed I-shift AMT and RTS 2370B rear axles. The FM rides on 8 airbag rear suspension and along with disc brakes features the Volvo Advanced Safety Suite including passenger side view camera. Transfleet built the bin and 5-axle trailer with paint by Brokers United (Waitara) and signs by Traction Sign & Design. Sold by Simon Wilson.
LOGBOOKS
Logbook prices are wholesale and include postage and handling. Bulk purchase discounts are automatically applied during checkout.
A5 Logbooks Price per unit 1 box (50 units) or more.......... $7.00 +GST Less than 50 units ................. $8.10 +GST Click to order https://www.transporting.nz/shop/log-books-a5
A4 Logbooks Price per unit 1 box (35 units) or more.......... $17.50 +GST Less than 35 units ................. $19.00 +GST Click to order https://www.transporting.nz/shop/log-books-a4
90 | Truck & Driver
For more information contact Jenny Murray at jenny@transporting.nz
Peter and Brad Douglas of Dargaville’s Douglas Logging have the first of two new Kenworth T659 8x4 loggers at work. Marsden is driving the T659 which tows a Patchell 5-axle trailer. A 600hp Cummins X15 delivers the power with an Eaton Roadranger 18-speed manual transmission, Meritor MT21-165GP rear axles with diff locks and inter-axle lock, and Airglide 460 rear suspension. The day cab features classic interior, leather and woodgrain steering wheel, touchscreen audio system, and centre console storage box. Features include a Kentweld bumper, 7-inch chrome stacks, hi-rise air intakes with chrome air rams plus stainless extras including drop visor, window chops, and cab entry kick panels.
Auckland-based Vuksich & Borich is carting bulk aggregate and quarry products in the Auckland and Waikato regions with a new DAF FAT sleeper cab 6x4 tipper. The company’s first DAF has a Transport Trailers steel tipping bin and 5-axle steel tip trailer. The drivetrain combines a 530hp Paccar MX13 with ZF Traxon 16TX2640 16-speed automated transmission, Paccar SR1360T rear axles with dual diff locks and air suspension with electronic hand control adjustment. The DAF has driver assist, lane keep assist, adaptive cruise control, collision mitigation with autonomous emergency braking. Fleet Image painted the cab and chassis, trailer and bins. Extras include a painted sun visor, chassis mounted toolbox, illuminated DAF badge on grille, under bunk fridge, and tinted windows.
This new polar white UD Quon CW 26 400 6x4 with charcoal tipper body is being operated by Tauranga’s Jethro Cooke of Coastal Cartage to cart residential building supplies. It’s Jethro’s second UD and boasts the 400hp version of the GH11TB 11-litre engine with an ESCOT-VI 12-speed AMT and Meritor axles. Leaf spring suspension, disc brakes with ABS/EBS, alloy wheels with Super Single front tyres and 11R rear tyres are included in the spec. Cambridge Welding Services built the tipper body and the Quon has Airplex tipper skirts, a sun visor and stone guards. Sold by Nigel McFadyen, UD Sales BOP.
Truck & Driver | 91
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11 ISSUES
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INCL. GST
INCL. GST
Saving $10.00
Saving $8.00
(INCLUDES EQUIPMENT GUIDE)
(INCLUDES EQUIPMENT GUIDE)
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10%
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New model Canter Tipper is in stock and ready for work. local FUSO dealer Call your today for an all-round better driving experience!
Call your and ready for work. Tipper is in stock New model Canter better driving experience! today for an all-round local FUSO dealer
MITSUBISHI FUSO Authorised Distributor Fuso New Zealand Ltd 0800 FUSO NZ | www.fuso.co.nz/canter-tipper
Authorised Distributor MITSUBISHI FUSO Ltd Fuso New Zealand www.fuso.co.nz/canter-tipper 0800 FUSO NZ |
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KEITH ANDREWS HAS GOT YOU COVERED! FUSO Canter 716 4x4, Wairarapa
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WHEEL WHEEL WHEELSEALS SEALS SEALS Four Four outside Four outside outside diameter diameter diameter sealseal points seal points points to ensure to ensure to ensure Four outside diameter seal points to ensure Unique Unique Unique multi-zone multi-zone multi-zone labyrinth labyrinth labyrinth design design design provides provides provides Unique multi-zone design provides thethe best the best protection best protection protection andlabyrinth and the and the lowest the lowest lowest friction friction friction the best protection and the lowest friction
Roadranger Rebuilt and or Factory New + Spicer Clutch to suit – $POA Rubber Rubber Rubber front front face front face protects face protects protects from from brake from brake brake heat heat heat Rubber front face protects from brake heat
reduces reduces reduces run-in run-in run-in period, period, period, reduces reduces reduces required required required torque torque torque reduces run-in period, reduces required torque andand keeps and keeps keeps the the seal the seal cool seal cool from cool from the from the outset the outset outset and keeps the seal cool from the outset Large Large Large crumple crumple crumple zone/safety zone/safety zone/safety gapgap prevents gap prevents prevents Large crumple zone/safety gap prevents internal internal internal damage damage damage internal damage Wide Wide inside Wide inside inside diameter diameter diameter with with three with three rubber-ribbed three rubber-ribbed rubber-ribbed Wide diameter with three rubber-ribbed points points points toinside ensure to ensure to ensure proper proper proper sealing sealing sealing capability capability capability ND 2 HAND points to ensure proper sealing capability
Core Change may apply
RTLO14918 Rebuilt RTLO18918AS3 FO-18E318BMXP Rebuilt RTLO16919 Rebuilt EASY-FIT EASY-FIT EASY-FIT &&TOUGH &TOUGH TOUGH DESIGN DESIGN DESIGN FOR FOR FOR SUPERIOR SUPERIOR SUPERIOR EASY-FIT & TOUGH DESIGN FOR SUPERIOR FO-20E318BMSP Rebuilt RTLO18918 Rebuilt PROTECTION PROTECTION PROTECTION &&OPTIMUM &OPTIMUM OPTIMUM PERFORMANCE. PERFORMANCE. PERFORMANCE. PROTECTION & OPTIMUM PERFORMANCE. MERITOR MERITOR MERITOR WHEEL WHEEL WHEEL SEAL SEAL SEAL RANGE RANGE RANGE RTLO20918 Factory New MERITOR WHEEL SEAL RANGE SKF SKF SKF STEMCO STEMCO STEMCO & Rebuilt Part Part No. Part No.No. INDUSTRY INDUSTRY INDUSTRY CODE CODE CODEE-BARRIER E-BARRIER E-BARRIER CLASSIC NATIONAL NATIONAL 373737 VOYAGER APPLICATION APPLICATION APPLICATION SKF STEMCO CLASSIC CLASSIC NATIONAL VOYAGER VOYAGER Part No. INDUSTRY CODE E-BARRIER NATIONAL 37 APPLICATION RTLO22918 Rebuilt CLASSIC VOYAGER MER0113 MER0113 MER0113 Rebuilt 40136 40136 40136 708708708 40136 40136 40136 370036A 370036A 370036A 373-0113 373-0113 373-0113 TRAILER TRAILER TRAILER - STANDARD - STANDARD - STANDARD FORGE, FORGE, FORGE, DANA DANA DANA RTLO18918AS3 MER0113 40136 708 40136 370036A 373-0113 TRAILER - STANDARD FORGE, DANA MER0123 MER0123 MER0123 MER0123 MER0136 MER0136 MER0136 MER0136 MER0143 MER0143 MER0143 MER0143 MER0164 MER0164 MER0164 MER0164 MER0173 MER0173 MER0173 MER0173
42623 42623 42623 42623 35066 35066 35066 35066 46305 46305 46305 46305 43764 43764 43764 43764 47697 47697 47697 47697
701701701 701 704704704 704 702702702 702 705705705 705 709709709 709
40129 40129 40129 40129 42627 42627 42627 42627 35058 35058 35058 35058 43761 43761 43761 43761 47692 47692 47692 47692
370065A 370065A 370065A 370065A 370048A 370048A 370048A 370048A 370025A 370025A 370025A 370025A 370048A 370048A 370048A 370048A 370003A 370003A 370003A 370003A
373-0123 373-0123 373-0123 373-0123 383-0136 383-0136 383-0136 383-0136 373-0143 373-0143 373-0143 373-0143 383-0164 383-0164 383-0164 383-0164 393-0173 393-0173 393-0173 393-0173
TRAILER TRAILER TRAILER - FRUEHAUF - FRUEHAUF - FRUEHAUF PROPAR PROPAR PROPAR TRAILER - FRUEHAUF PROPAR STEER STEER STEER - MERITOR, - MERITOR, - MERITOR, EATON EATON EATON STEER - MERITOR, EATON TRAILER TRAILER TRAILER - MERITOR - MERITOR - MERITOR GENERAL GENERAL GENERAL PURPOSE PURPOSE PURPOSE TRAILER - MERITOR GENERAL PURPOSE STEER STEER STEER - MERITOR - MERITOR - MERITOR FL941 FL941 FL941 - MFS - MFS - MFS STEER - MERITOR FL941 - MFS DRIVE DRIVE DRIVE - MERITOR, - MERITOR, - MERITOR, DANA DANA DANA DRIVE - MERITOR, DANA
DEALS ON ALL AGED PARTS STOCK!! INQUIRE NOW...
Part Part No. Part No.No. INDUSTRY INDUSTRY INDUSTRY CODE CODE CODEE-BARRIER E-BARRIER E-BARRIER Part No. INDUSTRY CODE E-BARRIER MER0213 MER0213 MER0213 MER0213 MER0223 MER0223 MER0223 MER0223 MER0236 MER0236 MER0236 MER0236 MER0264 MER0264 MER0264 MER0264 MER0273 MER0273 MER0273 MER0273
42623 42623 42623 42623 35066 35066 35066 35066 46305 46305 46305 46305 437643 437643 437643 437643 47697 47697 47697 47697
808808808 808 801801801 801 804804804 804 805805805 805 809809809 809
SKF SKF SKF SKF PLUS PLUS PLUS XLXLXL PLUS XL 40129 40129 40129 40129 42627 42627 42627 42627 35058 35058 35058 35058 43761 43761 43761 43761 47692 47692 47692 47692
NATIONAL NATIONAL NATIONAL 5NATIONAL STAR 5 STAR 5 STAR 5 STAR 380036A 380036A 380036A 380036A 380065A 380065A 380065A 380065A 380001A 380001A 380001A 380001A 380048A 380048A 380048A 380048A 380003A 380003A 380003A 380003A
STEMCO STEMCO STEMCO STEMCO DISCOVER DISCOVER DISCOVER DISCOVER
APPLICATION APPLICATION APPLICATION APPLICATION
373-0213 373-0213 373-0213 TRAILER TRAILER TRAILER - STANDARD - STANDARD - STANDARD FORGE, FORGE, FORGE, DANA DANA DANA 373-0213 TRAILER - STANDARD FORGE, DANA 373-0223 373-0223 373-0223 TRAILER TRAILER TRAILER - FRUEHAUF - FRUEHAUF - FRUEHAUF PROPAR PROPAR PROPAR 373-0223 TRAILER - FRUEHAUF PROPAR 383-0236 383-0236 383-0236 STEER STEER STEER - MERITOR, - MERITOR, - MERITOR, EATON EATON EATON 383-0236 STEER - MERITOR, EATON 383-0264 383-0264 383-0264 STEER STEER STEER - MERITOR - MERITOR - MERITOR FL941 FL941 FL941 - MFS - MFS - MFS 383-0264 STEER - MERITOR FL941 - MFS 393-0273 393-0273 393-0273 DRIVE DRIVE DRIVE - MERITOR, - MERITOR, - MERITOR, DANA, DANA, DANA, K-HITCH K-HITCH K-HITCH UNITISED UNITISED UNITISED AXLE AXLE AXLE 393-0273 DRIVE - MERITOR, DANA, K-HITCH UNITISED AXLE
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