NZ Truck & Driver December 2024

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2025

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FLEET FOCUS Immaculate in Matamata

BIG TEST Heavy Metal | FLEET FOCUS Immaculate in Matamata | FEATURE: A Century in the South

FEATURE A Century in the South

The Official Magazine of

ISSN 2703-6278 Issue 285

TRUCKS YOU CAN RELYON ON TRUCKS TRUCKS YOU CAN RELY YOU ON TRUCKS YOU CAN RELY

Partner Can Trust Partner Partner YouYou You CanCan Trust Partner Trust Y

CONTENTS

Issue 285 – December 2024/January 2025 2

News The latest from the world of road transport including… New heavy duty International HX debuts… Cameron Bagrie to chair Transporting NZ Board… Latest State Highway 1 rebuild timeline… Autonomous and hydrogen trucking developments… Volvo updates its safety roster.

24

48

Smiths Transport from Morton Mains have just clocked up a remarkable 100 years of service to the Southland rural community.

77

Giti Tyres Big Test Heavy Metal: The design brief for a new heavy haul unit at Nikau Contractors was it had to look good, and work hard. The result is New Zealand’s highestrated Kenworth T909.

41

FEATURES: 67 A century in Southland

Town and around We spend a morning plugged into the electric JAC N60 light truck, one of the EV models eligible for Low Emissions Heavy Vehicle Fund support.

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Transporting New Zealand 91

Teletrac Navman Fleet Focus

94

Canterbury shines Some special trucks rumbled out in the Canterbury sunshine for the annual Dave Carr Memorial Run.

Immaculate in Matamata: The eye-catching red, black and silver trucks of Laurent Contractors are a common sight across the Waikato and further afield.

It’s taken a decade of steady growth to grow the rural transport company to a fleet of 10 trucks.

Southpac Trucks Legends From a Hush Puppy to Crocs: Gary Johnstone tells his story from owner-driver to the creation of the Brenics food transport operation. And he explains his choice of footwear.

99

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

102 Truck Shop New products and services for the Kiwi road transport industry.

105 CrediFlex Recently Registered

Bombay set to rock Your complete guide to the 2025 Allied Petroleum/ TransFleet Trailers Bombay Truck Show on Saturday January 18.

Transporting NZ CEO Dom Kalasih considers roading design and looks at weigh-in-motion concerns while former MP Andrew Little offers a guest column about democracy and how politicians listen to different interest groups.

REGULARS: 96/ Double Coin Tyres NZ Transport 97 Imaging Awards

Registration data from October continued to reflect a slowdown in the new truck and trailer markets, while some brands did post impressive numbers.

Plus, the monthly gallery of new rigs on the road.

COLUMNS: 63 National Road Carriers Association James Smith takes a look at the challenges for early adopters of new EV trucks and how the future shapes up for fleets looking to introduce new technology.

Collins takes a narrow lead South Canterbury racer Brent Collins holds the slimmest of leading margins after round one of the NAPA Auto Parts NZ Super Truck Championship at Manfeild.

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CONTRIBUTORS

Olivia Beauchamp Gerald Shacklock Kere Menzies David Kinch Geoff Ridder

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

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NEWS

The new International HX 520 is a heavy duty bonneted truck featuring a set-forward front axle configuration.

New International HX debuts THERE’S A NEW BONNETED American truck launching in New Zealand with the first International HX 520 model landing in time for a mid-November product expo hosted

by Tauranga-based Intertruck Distributors.

The HX is a new product for Intertruck, arriving at the same time as local production of the cabover International 9870 comes to an end after a decade – with the last example being handed over to Stephenson Transport as part of the November 15 expo activities.

Moving forward the local International lineup will comprise the locally built RH models and the completely built up (CBU) HX 520.

Intertruck managing director and dealer principal Comer Board describes the HX as being “a classic style, heavy duty truck designed for severe service and demanding conditions.

“It will suit heavy duty tipper work, heavy and over-dimension haulage and will also perform well as a lightweight tractor,” he says.

“A big feature is the set-forward front axle. It’s one of the best set-forward axle 6x4 configurations in the market and we’ve already had customers making enquiries about 60t-plus applications.”

There will also be a set-back axle option, and it will be possible to order the HX as an 8x4 as well.

Performance to match the tough looks is provided by the Cummins X15 in the latest US EPA24 specification, one of the strictest emissions standards in the industry. It develops 605hp and 2050 ft-lb of torque.

The standard transmission is an 18-speed Eaton Fuller Roadranger manual while the

Day Cab interior features a high level of specification.

2 | Truck & Driver

automatic option is the new Eaton Cummins Endurant XD 18-speed AMT. The first unit to arrive is in Day Cab configuration, which will be the standard spec for New Zealand. Sleeper cabs up to 54-inch dimension are available to order.

Among the primary benefits of the new HX is a low tare weight.

“International’s reputation is for having the best tare weights in the industry,” Comer says.

“With every truck we build we are looking at ways to improve tare weight without compromising strength.

“With the new “Weigh-in-motion” technology coming onstream for RUC enforcement, it means low tare weights are going to be even more important.”

The first HX 520 has been sold with more stock on order.

With the HX being a CBU product, the Intertruck manufacturing facility at Tauriko is now dedicated to producing the International RH range.

Updates to the RH introduced in 2023 included a locally developed right-hand-drive dash module, which Comer says includes local refinements over and above the original lefthand-drive unit.

“We have just delivered number 16 fitted with the new instrument panel,” says Comer.

NEWS

Economist Cam Bagrie speaking at a Transporting NZ function.

Leadership moves at Transporting NZ THE TR ANSPORT INDUSTRY HAS been an attentive audience for leading New Zealand economist Cam Bagrie on multiple occasions, and always appreciative of his blunt economic assessments and overview of local and world issues.

Now Bagrie is set to play a lead role in the direction of Ia Ara Aotearoa Transporting New Zealand following his appointment as an Independent Director and Chair. The first meeting of the newly elected Board held in late-October confirmed Bagrie’s new position as swell as key plans for 2025.

Bagrie is currently an Independent Chair of the governance committee of the NZ Apple and Pear Inc. Board, and he is also a Board member of Life Education Trust Transporting NZ says Bagrie will bring additional skills, experience and knowledge to the Board and the association’s leadership.

Bagrie says part of the job involves being a change agent if that is required, and try and move things along.

“Change is everywhere and it’s exponential.

Businesses need to innovate, adopt and adapt,” he says.

“We need to create an environment where businesses can prosper and provide the economic base for our wellbeing.”

He points to productivity growth as one of the big issues facing not just the transport sector, but the country as a whole. Where productivity

growth used to be around 1.3% per year on average, now it’s only 0.2%.

“New Zealand is not getting efficiency gains every year, our living standards are basically just standing still,” Bagrie says.

“NZ doesn’t get richer selling more expensive houses to each other.”

He says he would like to see what the industry can do to safely boost productivity, and deal with some of the things that are making it hard to run operations in New Zealand.

“You only have to look at the Plague of Cones on our roading network and the length of time it takes to get things done.

“Those are huge inhibitors for productivity growth. The Roads of National Significance programme is a step in the right direction.”

Another important move sees Dom Kalasih formally appointed as Chief Executive Officer – a position he has held in an interim role for 18 months.

It’s effectively a change of wording only, dropping `Interim’ from the title.

“I don’t expect you to notice any changes operationally,” Dom says.

Outlining the focus for coming year, Dom says; “The next 12 months are exciting. I see the efficacy of sector groups really taking off; further relationships with Associate Members (suppliers) being formed; us continuing to improve engagement across the membership; us holding more quality events; and us continuing

to lead on the high-level policy advocacy front.

“All these will ensure we provide value to members. I also envisage further changes to business systems and processes (e.g payroll, CRM, documentation management) which will improve resilience and integrity of us functioning as an organisation.”

A further Board decision confirms plans for Transporting New Zealand’s main events in 2025.

Following the success of the South and North Island Seminars held this year, the Board has agreed a similar format over the 2025 calendar year with events planned for Twizel during June and for the central North Island, likely in September. A national event in Wellington in 2026 will coincide with Election Year.

Dom Kalasih has now CEO of Transporting NZ, with the Interim title being dropped.

Truck & Driver | 3

NEWS

Updates to SH1 rebuild schedule WORK ON THE BIG SH1 TIR AU TO WAIOURU REBUILD has been progressing with a few adjustments to the original timeline heading into late-November and the end of the year.

The work on the Putāruru to Tokoroa section is now programmed to start towards the end of November and run until Friday December 20,

subject to the Tokoroa to Upper Ātiamuri section being completed as planned on Wednesday November 20.

NZTA says planning is for SH1/Princes Street in Putāruru to the SH1/SH32 Tokoroa intersection to be closed from 5am Thursday November 21. Work is expected to take four weeks to complete (weather permitting).

All north and south bound SH1 vehicles will be detoured via Princes St, Arapuni St, Arapuni Rd, Waotu Rd, Old Taupo Rd, SH32 – Tokoroa and vice versa. This will add about 15 mins and 11km to journey times (standard journey via SH1 Putaruru to Tokoroa is approximately 18 mins and 23km).

There will possibly be a temporary speed limit of 70km/h along the entirety of the detour route and heavy vehicles are asked to take SH5/30.

For this part of the project the “hard closure” (the worksite) is approximately 13km long, from Vospers Rd to Rollett Rd. There will be a “soft closure” in Putāruru, between SH1/Princes St intersection and Vospers Rd, Lichfield. There is also a soft closure at the southern end, up to Rollett Rd. These soft closures still allow access, but are in place in order to send those on longer journeys down appropriate detours.

Southbound traffic will not be able to travel beyond Vospers/ Ngatira Road. Northbound traffic will only be able to travel as far north as SH1 Rollett Road.

Within the hard closure, there will strict requirements before anyone can go into that area as there will be a multitude of machines and people working on the road at all times of the day and night. Pilot vehicles will be used and there may be delays going through the work site. This means the road is very restricted as to who can use it.

During the closure, the work that is happening includes road Bypass plans for the Putāruru to Tokoroa section of the SH1 project starting rebuild, road resealing and shoulder clearing. from late-November and running through till December 20.

Sometime next year additional work will be carried out in

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NEWS Part of the big rebuild of the Tokoroa to Ātiamuri section of SH1, which was scheduled to re-open around November 20.

the northern section between Domain Rd and Vospers Rd; this will now occur in 2025.

There is also work to complete on the Tīrau to Putāruru laying the final asphalt surface on the stretch of SH1 from just south of Tīrau to just north of Putāruru. This was the first section that was closed to rebuild the road in September 2024 and final asphalt surfacing will be done under night-time road closures starting on Sunday November 24 and finishing on Thursday December 5, working Sunday to Thursday nights only. That will be 10 shifts rostered on nights.

The road will be closed from 7pm – 6am on those dates. Detours will be as before, via SH28 and SH5.

The largest section of the SH1 rebuild will be the Tūrangi – Waiouru section, scheduled for early January to late February 2025.

Because of the location and alpine nature of this site, NZTA says the work has to be done in the best part of summer to reduce the risk of cold temperatures. The foam bitumen stabilisation work can’t be done if the ground temperature is below 13degC – the lowest possible temperature for programmed pavement works.

It is anticipated this section will be closed from January 6 for two months. More information will be available soon as to detours are finalised. However, it is likely that motorists would be detoured on (from North to South) – SH47, SH4, SH49 and back to SH1.

The current works timetable is (from north to south): Piarere to north of Tīrau township: complete Urban Tīrau: scheduled for spring 2025 via nightworks.

SH5 Tīrau to SH28 Putāruru: work completed during closure from September 9 – October 4. Final asphalt surfacing to be completed under night-time road closures from November 24 - December 5 (Sunday – Thursday nights, 7pm – 6am). Traffic detoured via SH5/SH28.

SH28 Putāruru to SH32 Tokoroa: closure from November 21 or 22 (subject to Tokoroa to Upper Ātiamuri finishing on time) to December 20. Detour uses local roads and SH32 adding approx 15 mins and 11km to journey times. All heavy vehicles detour SH5 and SH30. Mossop Road – to SH1 /SH32 intersection is scheduled for Spring 2025.

SH32 Tokoroa to SH30 Ātiamuri: started October 7, expected to reopen November 21. Final asphalt surfacing will be completed under night-time road closures in early 2025, timing TBC. SH30 Ātiamuri to SH5 Wairakei: daytime closures complete, still under stop/go until early December. Part 2 is scheduled for Spring 2025 at this stage.

East Taupō Arterial: closure from November 11 to December 6 between Wairakei Roundabout and Broadlands Road. Will reopen in time for Ironman competition. Returning to do the final asphalt layer before winter 2025.

Taupō Airport roundabout to Tūrangi: now scheduled for spring 2025 – will require one period of closure only rather than the two that were originally expected.

Turangi – Waiouru: scheduled for early January to late February 2025.

The replacement of a bridge deck on the Mangatoetoenui Bridge (approx.

23km south of Rangipo) will also be undertaken during this closure.

Truck & Driver | 5

NEWS

New TMC and Elite joint venture A STRATEGIC JOINT VENTURE BETWEEN Christchurch-based TMC Trailers and Elite Truck Specialists will produce a new range of linehaul curtainside truck bodies in Auckland.

Elite Truck Specialists will manufacture the TMC-designed curtainside truck bodies at its facility in Wiri. This collaboration offers customers a unique opportunity to purchase a complete transport solution with a matching curtainside trailer, designed for maximum efficiency and durability.

The partnership will offer TMC’s loyal customers access to Elite’s exceptional Auckland-based manufacturing capabilities. Furthermore, it provides Elite’s customers with a seamless solution for their trailer needs through TMC’s market leading trailer and body designs.

“We’re delighted to partner with Elite Truck Specialists on this venture,” says Richard Currie, Director of TMC Trailers.

“This collaboration allows us to offer our high-quality truck bodies right here in Auckland, eliminating the need for customers to send their trucks to Christchurch for builds.

“By manufacturing in Auckland, we’re making it easier and more convenient for North Island businesses to access our top-of-the-line designs without the additional logistics and travel costs.”

TMC Trailers is a leader in trailer design and manufacturing with a loyal customer base built over decades of delivering innovative and reliable solutions. Elite Truck Specialists is a premier truck body manufacturer renowned for its craftsmanship and commitment to customer satisfaction.

“We’re excited to partner with a like-minded company. By combining

our unique strengths, we look to provide a seamless purchasing and build experience for our customers, supported by an enhanced aftersales service network,” says Stephen de Kriek, Director of Elite Truck Specialists.

“This collaboration allows us to offer a complete transport solution, giving our valued customers, particularly those expanding their operations, convenient access to TMC’s renowned truck body and trailer designs,” de Kriek says.

One of the new curtainsider bodies being produced by the TMC and Elite partnership.

Hydrogen goes the distance A NEW GUINNESS WORLD RECORD for hydrogen fuel cell electric (FCEV) trucks is being claimed by the Accelera division of Cummins.

The H2Rescue truck – a Kenworth T370 prototype designed for emergency response missions – has completed a 2906km journey without refuelling.

The record was set on October 25, showcasing the potential of hydrogen technology for zeroemissions transportation and on-site portable power supply.

The truck completed its record-setting journey in central California and was monitored and validated by an adjudicator from Guinness World Records.

Powered by an Accelera fuel cell engine and a 250kW traction motor, the truck carried 175kg of onboard hydrogen and consumed 168kg of hydrogen while navigating rush hour traffic, between 80-88kph, on public roads, operating in temperatures between 1525degC.

Accelera’s H2Rescue truck is a Kenworth T370 prototype designed for emergency response missions.

6 | Truck & Driver

Over the 2900km trip, the hydrogenfuelled truck emitted zero grams of carbon dioxide, a stark contrast to the 300kg a standard internal combustion engine vehicle would have produced over the same distance.

A demonstration vehicle like the H2Rescue prototype truck showcases the capabilities of using zero-emissions hydrogen, rather than diesel, for power.

Hydrogen as a power source supports longrange applications with heavy-duty work cycles, like heavy-duty trucks, dump trucks, buses and rail systems. It generates little to no noise and provides zero-emissions power, with water and steam as the only byproducts.

Annually, a fuel cell-powered truck of this size can displace approximately 6900 litres of fuel and reduce greenhouse gas emissions by an estimated 2.5 tonnes.

The H2Rescue demonstration truck offers several benefits for disaster relief sites and can power 20 to 25 Federal Emergency Management Agency (FEMA) trailers, support shelters or homes for up to 72 hours without refuelling.

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NEWS

New drug and alcohol data available EMPLOYERS CAN ACCESS THE LATEST ANALYSIS OF drug and alcohol usage trends using a new report which has launched by The Drug Detection Agency (TDDA).

The TDDA Imperans report is a quarterly update combining results from both New Zealand and Australia to empower businesses to engage in proactive workplace risk management.

TDDA says the Imperans report addresses an information gap for business. Government organisations like ACC and WorkSafe publish incident reports, but they do not quantify when substances are a factor.

The new and future Imperans reports will serve to build businesses’ understanding of substance use patterns regionally and temporally so that they can anticipate and reduce workplace risks.

TDDA provides over 250,000 drug tests every year in New Zealand and Australia. In Q3/2024 tests from accredited clinic locations and mobile clinics throughout Australasia were used. All tests were taken between 1 July 2024 and 30 September 2024.

Data is anonymised and aggregated using TDDA’s Imperans system, a bespoke IT platform for testing services, data recording, and reporting.

TDDA drug tests screen for amphetamine-type substances (ATS); benzodiazepines; cocaine; methamphetamine; opiates and opioids; cannabis; and synthetic drugs like synthetic cannabis.

This quarter, 4.55% of the screens conducted by TDDA in New Zealand

Glenn Dobson, CEO, TDDA says businesses across New Zealand should be cognisant of prevailing drug testing trends. indicated the presence of drugs. THC remained the most common substance detected in workplaces in New Zealand, accounting for 72.9% of cases, closely followed by amphetamine-type substances at 34.2%.

There was also significant opioid detection (12.9%), indicating workplaces may want to remind employees of their drug policies surrounding prescription painkillers.

TDDA says it’s crucial for Kiwi businesses to stay vigilant and adapt their safety strategies to evolving drug trends. By being proactive and staying committed to addressing drug-related issues, businesses can play a vital role in promoting safer communities and protecting the well-being of their employees.

“Businesses across New Zealand should be cognisant of the prevailing drug testing trends and the potential impact on employee safety, workplace productivity, and company reputation,” says Glenn Dobson, CEO, TDDA. “Substances like cannabis and methamphetamine can significantly affect workplace safety. Symptoms may include impaired judgement, decreased coordination, and delayed reaction times. Anyone using these substances should not be operating vehicles or heavy machinery.”

TDDA recommends that businesses update their drug and alcohol policies, educate themselves, and train key personnel to recognise signs of substance misuse. Staying informed and prepared is the best strategy to ensure a safe and productive workplace.

Truck sales slow in Europe TIMES ARE TOUGH IN THE EUROPEAN TRUCK market, with new EU registrations down 7.5% to 249,708 units for January to September, compared to the same period in 2023.

This drop is driven by a 9.5% downturn in heavy-truck sales, while medium trucks are up slightly by 3%. While Spain and Italy remain in positive territory with gains of 12% and 2.1%, respectively, this does not offset declines in Germany (-7%) and France (-4.3%).

The registration volumes of heavy trucks is in contrast to those for both vans and buses in the first three quarters of 2024.

New EU van sales have increased by 8.5%, reaching 1,170,310 units, driven by positive results in all four key markets. Spain led with a remarkable 16.7% rise, followed by Germany at 8.2%, Italy at 7.3%, and France at 5.8%.

Bus sales rose by 16% compared to the first three quarters of 2023, totalling 27,400 units. All major markets recorded growth, particularly Spain (+21.8%) and Italy (+21%).

8 | Truck & Driver

Diesel trucks continued to dominate in the first nine months of 2024, representing 95.3% of new EU registrations, despite a 7.3% decrease from the same period last year.

Electrically chargeable truck registrations declined by 6.6%, with market share stable compared to last year at 2.2%.

Results for electrically chargeable models across countries were mixed: while the German (+56.8%) and the Danish (+22.3%) markets grew, they could not offset the declines in France (-58.4%) and the Netherlands (-52.7%).

Diesel also remains the preferred choice for new van buyers in the EU during the first three quarters of 2024. Sales rose by 10.6% to 989,975 units, maintaining a stable 84.6% market share. The increase of petrol models (+7.5%) is stabilising, accounting for a 6.1% market share.

Electrically chargeable vans experienced a steep decline of 12.8%, capturing a 5.7% market share, down from 7.1% last year. Hybrid-electric van sales dropped by 4.3% and now make up 2% of the market.

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NEWS WMNZ is putting a fleet of Volvo Electric models to work as it builds its sustainability efforts.

Volvo teams up with WMNZ RESOURCE RECOVERY AND ENVIRONMENTAL services provider WM New Zealand (WMNZ) is extending its partnership with Volvo Trucks New Zealand for sustainable logistics.

WMNZ has taken delivery of its first OEM electric box body truck – a Volvo FE Electric 6x2 aptly named Agnetha, as a tribute to this truck’s Swedish origins. This electric truck is being used for medical waste collection

by WMNZ’s Technical Services division.

Other electric trucks being introduced into the WMNZ fleet soon include four Volvo FL Electric units, an FE Electric and an FM Heavy Electric, signalling another crucial step forward in the company’s fleet electrification strategy.

The debut of the Volvo Electric models demonstrates WMNZ’s commitment to achieving carbon neutrality in operations by 2050. The initiative has received crucial support from the Energy Efficiency and Conservation Authority (EECA), reinforcing its significance to New Zealand’s sustainable transport future.

WMNZ recently achieved a significant milestone in sustainable transportation, with its 54-strong electric truck fleet reaching 2 million kilometres travelled.

“Our relationship with Volvo Trucks has evolved into something truly special,” says WMNZ’s Managing Director Evan Maehl.

“This Volvo Trucks solution allows us to accelerate our fleet electrification plans while maintaining the highest standards of safety and functionality that both our companies are known for.”

Rob Woods, General Manager, Motor Truck Distributors (NZ) Ltd (New Zealand distributor of Volvo Trucks) says electric transport solutions, like the investment made by WMNZ, will have a lasting impact on the environment and sustainability.

“With a proven track record internationally, the Volvo Electric range has been delivering class leading efficiency, performance and uptime across the world since its launch in 2019 and we are pleased to be able partner with a forward leading organisation like WMNZ to help support their sustainability goals.”

WMNZ operates one of New Zealand’s largest heavy vehicle fleets – over 950 trucks and 200 light vehicles with a nationwide presence encompassing over 70 sites, a workforce of 2,000, and a customer base exceeding 300,000, The EV programme is a cornerstone of WMNZ’s ambitious goal to achieve carbon zero operations by 2050.

Taking a drive along memory lane KIWI TRUCKING HISTORIAN AND author Gavin Abbot has been busy again and has just produced the first volume of his latest project.

Opotiki-based Abbot has launched his 13th book and continues to share his lifetime archive of information and historic New Zealand transport photos.

For his latest project Gavin has focused on the first nine letters of the alphabet – producing a 172-page book titled NZ Alphabet of Trucks and Truckers Volume 1: A-I. As the title suggests the subject matter delves into the truck brands which have been part of the Kiwi trucking scene – either as a prime mover in the industry or as a small footnote in history.

Given Volume 1 covers the letters A-I, this one is a history from AEC to Iveco which provides scope for the history of modern day brands such as Freightliner, Hino, International and DAF, important names from the past including ERF, Foden, Fiat and Diamond T and to feature some early rarities including Bessemer, Dart, Argyll and Indiana trucks.

With the first volume ending at the letter I, it seems Gavin has ample trucking history `gold’ in his archive to deliver volumes two and three of NZ Alphabet of Trucks and Truckers.

Gavin’s books continue to be a local Eastern Bay of Plenty effort with print, layout, design and photo restoration by Mann Print & Design in Whakatane.

Truck & Driver | 11

NEWS

Momentum Tyres are on the move

BUSINESS IS ON THE MOVE AT Momentum Tyres, which is taking the early steps toward establishing an expanded dealer and service network across the country.

Momentum Tyres opened a new branch at the Truck Works facility in Mt Maunganui during early November, stocking the full range of Aeolus and Inning truck tyres.

“The Aeolus brand has been in the New Zealand market for quite some time. And now is the time for a revamp and some new strategies,” says Momentum Tyres manager Magda Kruger.

“Part of the strategy is an expanded network beyond Auckland and a focus on back-up and on-road support.”

Momentum Tyres Mt Maunganui has been

Josh Verity (left) and Dylan Pearce are bringing Momentum Tyres to the Bay of Plenty, and further expansion is planned.

established by Josh Verity of Truck Works and STS (2023) Transport owner Dylan Pearce.

The main entrance to the Truck Works McDonald St facility now features signage directing clients to the main workshop, truck wash, engineering division and the new tyre shop.

“It’s becoming a bit like truck city around here,” says Josh.

“We’ve put on a Fuso with a tail lift that’s ready for signwriting and we’ll be providing roadside support.”

The STS (2023) Transport workshop in Opotiki will extend coverage into the Eastern BOP region.

Further Momentum Tyres outlets will be established in other locations heading towards 2025.

“The second new location will be Tyrelink Taupo, trading as Momentum Tyres Taupo, which is opening on November 30,” says Magda.

“We are also growing our product range with Momentum Tyres introducing a new 4x4 tyre range.”

Mining giants explore dual fuel tech BRAZIL-BASED GLOBAL MINING COMPANY VALE IS working with Komatsu and Cummins on a dual fuel haul truck project aimed at reducing CO2 emissions by up to 70% compared to diesel trucks.

The programme will develop ethanol-diesel dual fuel capable engines to be retrofitted in Komatsu 830E and 930E diesel trucks. Using a fuel mix of up to 70% ethanol has the potential to reduce direct CO2 emissions by up to 70%.

They will be the world’s first trucks of their size, with payloads of 230 to 290 tons, to run on ethanol, in a joint investment in research and development that demonstrates the commitment of all three companies to advancing sustainability in the mining industry.

Diesel emissions from mine operations account for 15% of Vale’s direct CO2 emissions. Among mine equipment, the haul truck is the biggest consumer of diesel and therefore the biggest emitter. The decision to develop an ethanol-based solution is driven by its availability within existing supplier networks and high adoption rate in Brazil.

Ethanol-diesel dual fuel capable engines are being fitted to Komatsu 830E and “We have to take advantage of Brazil’s competitive edge in 930E diesel haul trucks. biofuels, since we are one of the world’s largest ethanol producers,” says Ludmila Nascimento, Energy and Decarbonisation Director at Vale.

“With this partnership, we can reduce our direct emissions by 2030 with a competitive solution, and also contribute to strengthening this low-emission industry in Brazil.”

Over the next two years, the DF programme is anticipated to include the development, testing, and implementation of ethanoldiesel engines manufactured by Cummins. The programme will contribute to Vale’s goals of reducing scope 1 and 2 carbon emissions (direct and indirect) by 33% by 2030 and becoming netzero by 2050.

Headquartered in Brazil, Vale is one of the world’s largest producers of iron ore and nickel and is also a major copper producer.

12 | Truck & Driver

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NEWS The Rocklea Showgrounds in Brisbane hosts the big HTTA Heritage Truck Show next May.

Heritage show set for Brisbane TRAVELLERS TO QUEENSLAND NEXT YEAR FOR THE biennial Brisbane Truck Show will again have the opportunity to see some of Australia’s best classic trucks on show.

Running over the May 17-18 weekend is the Heritage Truck Association Australia’s annual Heritage Truck Show at the Rocklea Showgrounds.

“We got around 160 trucks last time, with around 2,000 people through the gate, which is just huge,” says HTAA President, Mark Plunkett.

“It is looking to be even bigger because we got so much positive feedback last time, with visitors coming from all over Australia and overseas.

“They came to the Brisbane Truck Show, but they could jump on a bus to come out and see our show too.”

While the new trucks on display at the Brisbane show represent the future, heritage models offer a fascinating look at where the Australian transport

industry all began, and Mark says the interest in classic trucks is steadily growing.

“People are taking a real interest in the older trucks because a lot of them remember either their dad driving one or their uncle driving one – they want to relive that in a lot of ways,” he says.

The 2025 Heritage Truck Show will feature trucks from the 1920s all the way through to the 1990s.

While he wouldn’t give too much away, Mark hinted at some recent restorations that are set to roll into the show. Among them is the iconic Mean Machine B-Model Mack drag truck from the ‘70s, which has been meticulously restored by owner Bernie Tobin.

The HTAA will also have an array of its members’ trucks parked at Stanley Street Plaza as part of a truck festival that will take over the South Bank district.

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Reunion time for NZFP staff A BIG TURNOUT OF FORMER NZ Forest Products employees and contractors will gather in Tokoroa in February for a reunion weekend.

The February 22-23 event is titled NZFP Truckies-Loggers-Garage-Forestry-Forest Engineers Reunion 2025, and is for anyone who worked for, or contracted for, NZFP between 1957 and 2000.

Organising committee member Bruce Nairn says planning is progressing well, including setting up working demonstrations of modern forestry equipment and static displays of older equipment.

“Registrations are arriving steadily and everyone is looking forward to catching up with former workmates,” Bruce says.

The last NZFP reunion was held in 2012 and saw about 300 people attend.

“We’ll have registration on Friday night (February 21) and during the weekend we’re organising some bush tours to see the latest gear at work. And we’ll also have a display of some of the old trucks and the latest ones, but the main

thing is just a chance for everyone to catch up again.”

The venue is the Tokoroa Club in Chambers St.

Registration forms are available from email: tgmservices@xtra.co.nz or phone Bruce Nairn for further details 0274 943 695.

The 40-plus year history of NZFP will be remembered at the February reunion.

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NEWS Genesis operates a fleet of Fuso eCanter trucks supplied by TR Group.

TR Group builds low emissions team TR GROUP IS REINFORCING ITS FOCUS ON NEW ttransport technologies by appointing Scott Donnelly to the newly established role of New Energy & Emissions Reduction Lead.

With over 20 years of industry experience – including six years with TR Group – Scott brings extensive expertise to drive TR Group’s sustainability initiatives.

His leadership will support both TR Group and its customers in adopting new, more sustainable technologies as part of their vehicle solutions, reflecting TR Group’s commitment to reducing emissions and leading the industry toward cleaner, greener transport.

As part of his new role, Scott will lead a team of industry specialists who can help businesses navigate the wide range of options available for zero or low-emission vehicles. His team will work closely with customers to identify and implement the most effective solutions tailored to their specific business requirements.

Donnelly is a qualified diesel mechanic by trade and has held various positions inside and outside TR Group, including most recently monitoring the performance of the company’s fleet of Battery Electric Vehicles (BEVs) and Fuel Cell Electric Vehicles (FCEVs).

His experience working directly with customers, industry experts, and Original Equipment Manufacturers (OEMs) has equipped him with the skills necessary to lead TR Group’s efforts in emissions reduction and energy transition.

“Scott’s extensive experience, combined with his passion for sustainability, positions him perfectly to lead our specialist team,” says Andrew Carpenter, Managing Director of TR Group.

“Together, they will help guide our customers through the complex world of new energy options, ensuring they have access to the best zero-

and low-emission solutions for their business.”

In this new role, Scott and his team will promote and implement new energy technologies, including BEV, FCEV, dual-fuel, and other emerging solutions, ensuring that TR Group’s customers have access to the best options for reducing their environmental footprint.

Scott Donnelly is the New Energy & Emissions Reduction Lead of TR Group.

Truck & Driver | 17

NEWS Volvo says busy city traffic is a challenging environment for truck drivers.

Volvo updates safety tech VOLVO TRUCKS IS LAUNCHING TWO NEXTgeneration safety systems to protect vulnerable road users such as pedestrians and cyclists.

Busy traffic situations pose daily safety risks to vulnerable road users and Volvo Trucks continuously develops its active safety systems, all with the purpose of taking steps towards the company’s long-term vision of zero accident involving Volvo trucks.

The latest example is Volvo’s Active Side Collision Avoidance Support, where the key word is active. This is an evolution of an existing safety system, with the active brake function being added. Using radar sensors to detect approaching cyclists, the system can warn the driver and if necessary, it can now also actively brake the truck to avoid a collision with cyclists when turning the truck towards the passenger side.

“Trucks are involved in 15% of fatal road accidents and city traffic can be

0 C 18 | Truck & Driver

NEWS challenging even for the most experienced truck driver,” says Anna Wrige Berling, Traffic & Product Safety Director at Volvo Trucks.

“We are constantly working to improve our trucks’ safety performance to protect both the driver and other road users. This safety system, aimed at protecting cyclists in the city environment, represents one of our latest innovations which will take us one step closer to our long-term vision of zero accidents involving Volvo trucks,” she says.

The Active Side Collision Avoidance Support system will be available for customers to order as from November 2024 in the Volvo FH range, FM and FMX models in all markets globally.

The second system is the next-generation Collision Warning with Emergency Brake. This system was first introduced in 2012 and has been continuously improved ever since. It uses both camera and radar sensors to monitor the traffic ahead of the truck and if a risk for a collision is detected, the system is designed to warn the driver, and if necessary, automatically brake to avoid or mitigate the collision.

With the latest improvements, this system can detect, warn and brake not only for other vehicles but also for pedestrians and cyclists. It has been certified to meet the new tougher European legislation for Advanced Emergency Brake Systems that doesn’t come into force until 2028.

In addition, Volvo Trucks’ system even exceeds the coming regulation in terms of the traffic situations it is designed to cover.

“We are happy to see that legal requirements are implemented in line with our own vision of zero accidents”, says Anna Wrige Berling.

“However, at Volvo we will not wait for legislation – we will continue to innovate and exceed legal requirements with new functions to support our own ambitious targets.”

This autobrake system is standard equipment in Europe on all FH series, FM and FMX trucks as from 2025 and available as option globally.

Above: Cyclists are among the vulnerable road users being protected by Volvo’s latest technology upgrade.

Below: Anna Wrige Berling is Volvo’s Traffic & Product Safety Director.

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NEWS

EV early learnings for CAT CATERPILLAR HAS MOVED INTO THE SECOND phase of its battery electric truck development journey, reinforcing its commitment to providing zero-exhaust emissions solutions for customers.

20 | Truck & Driver

Seven Cat 793 XE Early Learner battery electric trucks have been built and tested at its Tucson Proving Ground facility in Green Valley, Arizona, and are now arriving at select customer sites for testing and validation.

The Early Learner programme follows the successful demonstration of Caterpillar’s first battery electric 793 prototype in November 2022.

Caterpillar will also continue testing and validating some of the Early Learner model trucks at its proving ground facility.

“We added this Early Learner phase to intentionally send battery electric trucks to customer sites earlier than we have before in our traditional product development process,” says Caterpillar group president Denise Johnson.

“These Early Learner machines will be used to refine requirements, develop processes and validate both the machine and technology designs.

Testing these trucks at our customers’ sites will provide invaluable feedback for our battery truck programme.”

Caterpillar launched its Early Learner programme in 2021 to accelerate its development and validation of Cat battery electric large mining trucks with support from key mining customers and Cat dealers. The company expanded the Early Learner programme to include Off-Highway Trucks to support increasing demand from the quarry and aggregates industries.

One of the primary objectives of the programme is for Caterpillar to collaborate more closely with its customers to better understand the impacts of the energy transition on a mine site’s people, processes, infrastructure and technology. The Early Learner phase will be key to witnessing those impacts in real world environments. It will also be critical to validate the enhanced design elements of the 793 XE. “In less than two years, we went from retrofitting an existing piece of equipment at our proving ground to designing a ruggedised solution ready for validation at our customers’ sites,” says Caterpillar Vice President Brian Weller.

“This was not a small change. Just about everything in the powertrain has been enhanced while still leveraging proven components of our Cat 793 model. With these changes, we still have learning to do with our customers in real-world applications.”

Caterpillar’s next phase of the Early Learner programme will be to integrate multiple electrified trucks at sites, validating the integration

NEWS of a battery electric fleet with Caterpillar’s autonomous and fleet management systems.

One of the Early Learner Cat 793 XE deployments is with Newmont Corporation at its Cripple Creek and Victor (CC&V) mine in Teller County, Colorado.

“The arrival of the Early Learner Cat 793 XE underscores our ongoing commitment to reducing greenhouse gas (GHG) emissions across our business,” says Natascha Viljoen, Chief Operating Officer at Newmont.

“As we look toward the future, our focus remains on creating a safer and more productive mining environment and this battery-electric large mining truck is one more step we are taking to further advance our safety and sustainability commitments.”

Currently, surface and underground mining diesel combustion machines are responsible for a significant portion of Newmont’s carbon emissions. Introducing innovative solutions like the Early Learner 793 XE at the mine-site level demonstrates our ongoing commitment towards reducing emissions.

“As the mining industry navigates the energy transition, we know a diverse set of solutions will be required for our customers to achieve their operational and sustainability objectives,” says Denise Johnson.

“We are excited about our collaboration with Newmont and working with them to truly understand the implementation and impact of the Early Learner 793 XE at CC&V.” Newmont and Caterpillar will focus on validating and testing the Early Learner 793 XE. These efforts will provide insights into how mining operations can incorporate battery-electric large mining trucks.

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Daimler’s autonomous milestone The “driver-out” validation test was completed on a multi-lane closed course facility in Texas.

A MILESTONE IN AUTONOMOUS TRUCKING HAS BEEN achieved in Texas with Daimler Truck subsidiary Torc Robotics performing a `Driver-Out’ advanced validation test ahead of a planned commercial launch in 2027.

The test, on a multi-lane closed course in Texas, was conducted at full operating speed of up to 65mph (105kph) to underscore Torc’s progress with self-driving vehicle technology.

“The autonomous-ready Freightliner Cascadia with redundant safety features is an industry-first and lays the foundation for autonomous driving,” says Joanna Buttler, Head of Autonomous Technology Group at Daimler Truck.

“Achieving driver-out capability on closed course is an outstanding team achievement of the Torc and Daimler Truck teams. It demonstrates the progress and integrated development toward making autonomous trucking at scale a reality.”

The Freightliner Cascadia provides the platform for Torc’s self-driving technologies.

22 | Truck & Driver

The product acceptance test underscores Torc’s progress in autonomous driving capabilities and prepares the company to be able to scale and commercialise safe, robust autonomous trucking solutions by 2027.

Unlike a demo, this milestone highlights Torc’s entry into scalable product release, with its applied artificial intelligence technology, system architecture, production-intent embedded hardware, and safety engineering converging to shape a product that prioritises true software best practices and safer roadways for all.

This product validation milestone exemplifies Torc’s commitment to rigorous safety and maturity standards, marking a critical step from advanced engineering and development to full production on a unified, embedded platform.

“This is a key moment in our mission to build a profitable, scalable business as the world’s leading autonomous solution,” says Torc CEO Peter Vaughan Schmidt.

“We observed impressive reliability in our repeated driverless runs, which leveraged Torc’s unparalleled embedded and integrated platform on Daimler Truck’s Freightliner Cascadia. We look forward to unlocking the full value of autonomous driving software for customers who prioritise safety, operations costs, ease of use and reliability.”

Achieving the ability to run a truck without a safety driver in the cab is a significant milestone in the commercialisation of autonomous driving.

So far, Daimler Truck and Torc have tested and developed autonomous driving with a safety driver and an operator on board. Their task is to constantly monitor the truck during all operations and be ready to take over from the autonomous driver at any time.

Daimler Truck and Torc have proven that Torc’s autonomous driving software can safely navigate on highways, surface streets, ramps and turns at controlled intersections.

Torc Robotics, headquartered in Blacksburg, Virginia, is an independent subsidiary of Daimler Truck AG. Founded in 2005, Torc has over 19 years of experience in pioneering safety-critical and self-driving applications and offers a complete self-driving vehicle software and integration solution.

It is currently focusing on commercialising autonomous trucks for longhaul applications in the U.S and operates test facilities in Albuquerque, New Mexico, along engineering offices in Austin, Texas; Stuttgart, Germany; and Montreal, Canada. Torc’s aims to drive the future of freight with autonomous technology.

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24 | Truck & Driver

Photos Gerald Shacklock

BIG TEST

The new Nikau Contractors heavy haul unit is the highest rated Kenworth T909 working in New Zealand, rated to 250-tonnes GCM.

Truck & Driver | 25

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The T909 making its way up the Bombay Hills.

HE SIX TALL CHIMNEY STACKS AT THE OLD Meremere Power Station which were roughly a halfway landmark during the Hamilton-Auckland journeys of my childhood have long gone.

But appropriately there is a pair of tall metal stacks awaiting us in the grounds of the former coal-fired power station on the morning of this month’s New Zealand Truck & Driver Giti Tyres Big Test.

They belong to the new Nikau Contractors Kenworth T909 heavy haul unit, built to a custom specification and rated to haul up to 250-tonne combinations of whatever big equipment the Nikau Group needs to relocate around the country for its specialised demolition tasks.

The yellow, red, and stainless steel beast went on the road earlier this year and has travelled about 11,000km. We caught up with the T909 on a day when the Nikau team were trouble-shooting some trailer electronics glitches – which eventually turn out to be battery issues – in readiness for a 6-axle Grove mobile crane shift down to Taranaki.

Jobs such as these require more than just a driver. Vastly experienced heavy haul driver Les Light from Papatoetoe is behind the wheel of the T909, and we’ve also got Nikau Operations Manager Danny Halley – he’s been with Nikau for 43 years - in one pilot vehicle and Manu Mauisa driving the other. More about Manu and his connection to the T909 a little further in the story.

This very special T909 replaces a 130t-rated Kenworth K200 as the king pin of the Nikau heavy haul fleet. It’s certainly an

imposing sight with its stretched 6500mm wheelbase, 50-inch integrated sleeper, extensive SLS stainless work, King Bars bull bar and dual 15-inch raised air cleaners.

It’s hard to imagine any truck looking much tougher than this with its extra fuel tanks along both sides and Red Flag toolboxes filling most of the available space within the wheelbase.

The final touch is the eye-catching yellow Nikau colour scheme with the livery work completed by Chase Graphics in West Auckland.

But it’s what hides beneath all of the pretty stuff that really matters. Heavy duty frame rails and the highest rated spring suspension, SISU FRZP-32 dual diff lock rear axles with a low 5.56:1 ratio, and a Euro V Cummins X15 uprated to develop 615hp with 2050 ft-lb of torque are the start point.

The 18-speeds of an Eaton Fuller RTLO22918B transmission aren’t really enough for these extremes of heavy work, so there is a Fuller AT1202 AUX transmission – or `Joey’ box – fitted behind the main gearbox to provide 36 forward gears in total. The gear reduction provided by the auxiliary box is 2.04:1.

All those extra gears provided by the `Joey’ box are a key part of the T909s ability to move the heavy weights.

“Trust me, we use them quite often,” says Danny.

“The Joey box really comes into its own when we’re getting in and out of tricky sites because it gives us a lot better manoeuvrability.”

Nikau worked with Southpac Trucks’ sales rep Mitch Redington to finalise the specs of the T909.

TD27300

Truck & Driver | 27

Above: Driver Les Light (left) has been coaching Manu Mauisa in the specialised skills of heavy haul work.

Below: Danny Halley is the Operations Manager at Nikau Contractors.

28 | Truck & Driver

Mitch says it’s the highest rated T909 in New Zealand and that working through the spec options to meet the requirements of Nikau Group’s John and J.P. Still was a satisfying process.

“Nikau contacted me with an exciting opportunity to build them a brand new Kenworth to suit their brand new heavy haul TRT trailer,” says Mitch.

“There was a quick brief from J.P.,” says Mitch “It had to achieve a 250T rating, and it had to look cool!”

Mitch says the brief from Nikau suited the T909 as the model to be used.

“Arguably, the T909 is the `poster boy’ Kenworth truck,” Mitch says.

“Over the years Kenworth have built a solid reputation in the heavy haulage game and builds like this fall straight into their wheelhouse.

“Many conversations were had between Kenworth, Southpac, and Nikau, and we also dived into the heavy haul specs typically seen across the ditch.

“We then engaged Kenworth, Cummins, Eaton, and Sisu, were we discussed the special requirements, and the type of work the truck was to be doing. We wanted to be certain that only the best components were specced for the build.”

Mitch says it’s a detailed process, requiring bespoke engineering drawings to make sure all the components would fit.

“The amount of work behind the scenes was immense but it was a truly satisfying experience being part of a team of experts with a common end goal.

“It’s been great working with the Nikau team. John [Stil] and JP knew exactly what they wanted, and they had great ideas on how they wanted to the truck to look,” Mitch says.

“We all share a passion for cool looking trucks, so it was fun to get stuck into the finer detail with them on how the truck needs to look to set it off. It looks `just right’, and I believe we absolutely

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Big King Bars bulbar dominates the front end view of the T909.

nailed the brief.”

“To see the excitement from customers when you handover the keys to something like this is pretty special,” Mitch says.

“Nothing beats the feeling you get as a salesman to see a truck come to life after you spend many hours on making sure it’s perfect.

“And this one is very special. I get a kick out of passing them on the road, I guess it’s that inner-kid full of passion that comes out.”

The Nikau T909 can work in a variety of configurations. For this test there is an MTE two-rows-of-eight dolly behind the truck linked to a TRT ESS six-rows-of-eight trailer. Danny says the modular TRT gear allows 4-, 6-, 8- and 10-line rows-of-eight configurations, depending on loads and dimensions.

And the truck can also work with some of the other trailer combinations within the Nikau fleet. Pairing up with a dolly and a three-rows-of-eight trailer is at the small end of the varied job description.

Danny says the T909 does some work shifting equipment for other companies, but for the most part it provides the transport to supports Nikau projects.

“We look after the whole package rather than subbing it out,” says Danny.

The Nikau crew are busy on some trailer set-up changes while we get our detail photography completed. Danny then fetches a Hitachi ZX 470 LCH excavator (weighing almost 65t) from the yard and loading begins.

The trailer gets widened to 3.4m for this trip (it can go as wide as 4.7m) and the gross weight for the run will be roughly 115t. The unit is 34m long.

Driver Les Light has worked for Nikau Group for the past seven

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years, moving there after a 10-year stint with Multi-Trans Heavy Haulage.

“It’s a big machine,” Les says looking at the Hitachi excavator.

“But not really when you compare it to some of the other machines we get to move around.”

There is plenty of challenge and variety in the world of heavy haul and over dimension loads, with the added aspect of route planning, permitting and teamwork with pilots.

“I’ve always moved heavy stuff,” says Les. “I enjoy it because you are doing something different all time.

Nothing is ever the same as another day and there are always different by-passes you have to use because of bridges and things.

“We’ve got a good group. On the big jobs it’s two [pilots] up front and one in the back and there’s a pusher truck as well. You all have to work together as a team.

“You have to be good at communication and always be aware of everything around you - who’s coming out of that side road or approaching around the corner,” Les says.

Chatting with Les about some the memorable jobs he’s completed in his career, he remembers a big shift across the streets of Auckland while working at Multi-Trans.

It was to transport the tunnel boring machine for Auckland’s Waterview Tunnel from the port to the worksite.

“It was two trailers wide and 19 rows long,” says Les. Some of the big jobs the new T909 has already completed include hauling Nikau’s gear home from a recently completed job near Whangarei.

“They’ve got some mean hills up there in Northland. We’ve just finished up pulling our gear out of there – excavators, cranes and

Above: Woodgrain trim and gold bezel gauges highlight the T909 dash.

Below: The Kenworth can carry 950-litres of fuel on each side.

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Right: Danny Halley chains down the load.

Far Right: Not needed for this job, but the modular TRT ESS trailer can be extended to 10-rows-of-8 if needed.

our big crusher,” says Les. A reasonable amount of the T909s work is 100-150 tonne gross combinations, but there is the ability to make even bigger shifts.

For the really heavy work and steeper terrain, like the planned crane move over Mt Messenger, the T909 gets paired up with a pusher truck on the big hills.

Les says the ESS trailer built by TRT makes the big unit surprisingly nimble, and it’s been possible to fit through the Mt Messenger tunnel on previous occasions with just a few centimetres to spare.

Low speed manoeuvring in tight spaces and intersections relies on teamwork with the pilots, and Les is kept busy listening and responding to their information and well as keeping the T909 on the move.

“Every axle can steer on the TRT trailer. You can use the power of the steering to kick the arse around a little bit. It’s so good with the steering – it kicks out easy and it makes it all a lot easier,” he says.

There is a control box for the trailer than can be attached to the left hand side of the driver’s seat, or removed from the truck and operated remotely Les points out the controls which steer the trailer and more that can adjust the height. It looks like a complex piece of equipment.

“It’s a thing that you just get used to using all the time,” he says.

The trailer axles are also height adjustable and that is also largely with guidance from the pilots. It’s possible to raise one side of the trailer or to change the height front-to-rear, and on the move.

“We can lift it up about 300mm, or we can be only 50mm off the ground to go under some bridges when we need to,” says Les.

The T909 rolls out of Meremere with 2-axle dolly and 6-rows-of-8 trailer carrying big Hitachi ZX 470 LCH excavator.

32 | Truck & Driver

Getting out of the Nikau yard and onto Coalfields Rd immediately provides a good demonstration of the trailer suspension height adjustment to negotiate the crown high in the road.

“It can be quite tricky getting in and out of here without dragging the trailer,” he says.

At the same time as steering the T909 and being ready to grab the next gear, Les has his left hand ready to react when the call `lift the right hand side up a touch bro’ comes across the radio from Manu.

Crossing the dual carriageway State Highway 1 to head North is simply a matter of timing, again with the help of the pilots. They provide an early heads-up on a gap in the southbound traffic and manage to shepherd the traffic as we move from the centre slip lane across to the left-hand northbound lane.

With a throaty bark from the X15 as it launches into its work it’s a second-low gear take-off to cross the highway.

“It’ll drag out nicely using second low,” says Les. I’m pleasantly surprised at the initial acceleration on the flat

Truck & Driver | 33

The T909 is an impressive sight on the highway.

highway and we’re shifting up gears and soon at 70kph with the speed still building gradually.

“It picks up pretty well when you consider we’re getting close to the weight of three normal trucks,” says Les. “But it’s built for it. It’s all rated up to do everything we need it to do.”

Getting to top gear takes a bit of time. On the Mercer straight at 79kph and using 2000rpm, Les tells me; “we’re not in top gear yet.

I’ve still got half to go.”

“But you don’t always have to split every gear because it’s so low-geared.”

You get an immediate reminder of the width of the trailer and load on a couple of occasions when there are cars parked just within the fog line of SH1 between Mercer and Pokeno.

In the lead pilot vehicle Manu gives us plenty of warning of their positioning and Danny in the tail pilot warns traffic that we will be needing to take up just a bit more than the inside lane to clear the parked cars.

Les has a colourful language for the drivers who have left their cars parked so close to the lanes of SH1.

While flat ground or a downhill slope is required to build up any speed, even the gentlest of uphill runs sees the speedometer needle falling rapidly.

Approaching the Pokeno off ramp the truck sheds speed noticeably.

“You slow down on every little incline,” says Les. “The gearing is really low, and it [the truck] can’t do 100kph. The top speed is 94kph and most of the time we cruise at 75-80kph, and any little hills take your speed off really quickly.”

Of course, the run up the Bombay Hill is more than just a little incline. Any speed gained on the run past Pokeno is bled off within a hundred metres of the climb past the SH1/SH2 junction.

We are at 18kph as we pass under the Helenslee Rd overbridge

and depending on small changes of gradient our speed sits between 16-19kph on the full climb. The engine is working pretty hard at close to 2000rpm and the engine fan is being put to work as we grind our way up the hill. Les says he’s in third low-high and makes one more downshift near the summit.

“If we had a push truck on, we’d be able to hum along,” says Les. The downhill side of the Bombay run is tackled using the second stage (of two) of the Jacobs brake and the truck holds its speed until we’re on the gentle downhill towards Ramarama where I see the speedometer nudge towards 90kph.

Les reckons the visibility out of the T909 is good with only issue being cars directly in front of the bonnet in very slow stop-start traffic. The vision provided by the large mirrors is also good but in the main Les is listening to his pilots as much as relying on a rear view past the big excavator.

The interior of the T909 is finished in a crimson diamond button vinyl trim while driver comfort is provided by a topline ISRI 6860/670 air suspension driver’s seat. The wood grain dash includes gold bezel gauges and a 6.5-inch display while the 460mm diameter steering wheel is trimmed in a combination of wood and leather.

“I haven’t used the sleeper,” says Les. “The cab is big as with heaps of room.”

Along with exterior features such as the big King Bars bullbar, stainless shielding on the exhaust stacks, bug visor and drop visor, one of the immediately obvious visual features of the T909 are those fuel tanks.

There are rectangular 650-litre and auxiliary 300-litre diesel tanks fitted on both sides of the truck, with 225-litre tanks for AdBlue on the driver’s side and for hydraulic oil on the left side.

“We can go to New Plymouth and back and then to Whangarei and back and not look at the fuel,” says Les. “I’ve got almost 2000 litres. It’s good when it’s full but it takes Truck & Driver | 35

Above: Heading up the Bombay Hill at little more than a crawl in the left-hand-lane.

Below left: Remote control steering and suspension height of the trailer can be attached to the driver’s seat or operated from outside the truck.

Below right: Cummins X15 has been uprated to develop 615hp.

ages to fill it up. And the AdBlue tank is huge as well,” Les says.

While Les is the main driver of the Nikau T909, he’s also a teacher to Manu who is likely to become the driver in the future.

Les says he has held his BESS (Bridge engineering self supervision) certificate for 25 years. He may not renew it again and says he’s considering retirement.

“I’m a young 66 – going on 67. This is a really nice truck to finish your career in,” he says.

In the meantime, he’s happy to pass his years of knowledge to Manu.

“It’s great that Les is willing to train and to teach,” says Danny.

Les says Manu has the skills and attitude for heavy haul work.

“I’m training this young fella,” says Les. “He’s going to take over. He’s our up and coming driver.”

Manu began his career at Nikau Group 11 years ago, firstly as a labourer before he began driving machinery and trucks.

36 | Truck & Driver

“The biggest thing is that he’s got good ears, and listening gets you a long way,” Les says.

“He’s good to work with and he’s got a natural ability for it. I’ve thrown him straight in at the deep end a couple of times and he’s handled it well.

“The only problem is he’s good at too much, so they want him in the workshop at the same time as I want to have him out on the road with me.”

Manu says getting to drive the T909 is a dream come true.

“I love it. This would be my dream job,” he says.

“When I grew up in Tonga, I thought a two-axle trailer was something big. When I came to New Zealand I started to see the really big stuff and I decided that’s what I wanted to do,” he says.

No better place to live that dream than Nikau Group and it’s one-of-akind Kenworth T909.

THERE ARE TRAILERS, AND THEN THERE ARE TRANSPORT TRAILERS

Merry Christmas Wishing you all the very best for Christmas and the New Year. From the directors and our team at Transport Trailers.

We look forward to seeing you all in 2025!

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

www.transporttrailers.co.nz . sales@transporttrailers.co.nz .

TransportTrailers

M

ORE THAN A YEAR AGO T-REX (MITCH REDINGTON) FROM Southpac Trucks told me he was working on something special that I needed to keep in mind for a truck test.

Then at the huge Kenworth 100 event earlier this year I got to see what he had been talking about. It’s the heaviest-rated T909 Kenworth ever delivered in New Zealand and looks amazing with its yellow Nikau livery and chrome extras.

I’ve been chomping at the bit to get behind the wheel of this showstopper for most of this year.

The Nikau team of Danny, Les and Manu made it all happen, loading aboard a Hitachi ZX 470 excavator weighing almost 65t.

The unit is roughly 115t all up, 3.4m wide and 34m long. I think it’s fair to say that when you don’t do this type of work all the time, it’s normal to be nervous about getting in the driver’s seat.

I take the wheel at Ramarama for the return trip to Meremere.

It’s a slight downhill start from the on-ramp, so getting up through the Eaton RTLO22918B 18-speed – which also has a Joey aux trans fitted behind the main gearbox – is easy.

As always with the pilots on these jobs everything is made that much easier, and they are worth their weight in gold. It’s not long and I’m getting to the bottom of the Bombays, and the speed immediately starts to dip.

The climb is made easy with a forgiving 18-speed and with the truck being geared so low. With these heavy weights you just seem to have a lot more time to get things right, plus you have the pilots giving you space.

On the climb I get down to 4th low and the Cummins X15 with its 615hp developing 2050 ft-lb of torque is just humming away. I thought it would be noisy inside the cab with the engine working quite hard, but Les and I casually chat all the way (mainly about fishing but every now and then we get interrupted by the pilots).

The hardest part of this test is a couple of broken-down cars that have been abandoned just inside the fog lane of the motorway.

Being 3.4m wide and having cars and other trucks coming up the right hand side, there isn’t much room available in a few places.

Once we get over the top of the Bombays we gain speed easily with the drop down for the final climb before the main descent of

38 | Truck & Driver

Hayden Woolston the Bombays.

The T909 has a much more refined cab from the earlier models.

The fit out blends the new and old looks and the smart driving wheel has the controls that you need on it. With the ISRI seat it’ very comfortable and the truck feels steady on the road.

I was quite surprised with the steering being weighted just right for my liking with minimal give. The only downside to a T909 is the big bonnet but that’s one of the main reasons you buy one aye!

The vision is compromised a bit, but with this work it doesn’t matter as much because you have the pilots as extra eyes at all times.

The old school West Coaster style mirrors are good, and even at 3.4m wide you get a good view what’s going on behind you.

On the descent of the Bombays we keep in 1st high and have the second stage [of two] of the engine brake on. It’s a slow descent with a few pushes on the service brake to keep the speed and revs in check As we get closer to the Nikau Mercer yard, I have to exit off the motorway and get around a couple of tightish corners and into the driveway at the yard. It’s here I really enjoy the gearbox and steering. It seems a lot easier than it should be working with this weight, length and width.

As usual my test is over to quickly, and I have to get out of the driver seat. It’s no secret that I enjoy the heavy haul work, but I still get nervous before hand. I am left wondering what all the nerves where about as the truck and the pilots did most of the work for me.

• SPECIFICATIONS • Kenworth T909 6x4 50-inch Sleeper Cab

Engine: Cummins X15 six-cylinder in-line, Euro V Capacity: 15.0 litres Maximum Power: 458kW (615hp) at 1800rpm Maximum Torque: 2780Nm (2050 lb-ft) at 1200rpm Fuel capacity: Diesel 2 x 650 litres and 2 x 300 litres (total 1900 litres). AdBlue, 225 litres Transmission: Eaton Fuller RTLO20918B 18-speed manual, Fuller AT1202 AUX auxiliary transmission with 2.04:1 ratio.

Ratios: 1st – 14.40 2nd – 12.29 3rd – 8.51 4th – 7.26 5th – 6.05 6th – 5.16 7 th – 4.38 8th – 3.74 9th – 3.20 10th – 2.73 11th – 2.28 12th – 1.94 13th – 1.62 14th – 1.38 15th – 1.17 16th – 1.00 17 th – 0.86 18th – 0.73 Reverse – 14.4:1 Final Drive ratio: 5.56:1 Front axle: Meritor MFS73LA rated at 7.3t Rear axles: SISU FR2P-32 (with diff locks to both drive axles) rated at 32t Brakes: Meritor 16.5x6 LA(Q+) front drum brakes, SISU S-cam tandem rear drums.

Auxiliary brakes: Cummins 2-stage engine brake Front suspension: Kenworth Leaf Spring Rear suspension: Kenworth KW660A 21.0t six rod suspension GVM: 28,200kg GCM: 250,000kg

Truck & Driver | 39

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Driving the economy

A roundabout at the foot of the Port Hills, connecting Dyers Pass Rd, Cashmere Rd, Colombo St and Centaurus Rd, has had $700,000 spent on traffic safety improvements.

Some roads just work better than others A

by Dom Kalasih Chief Executive Ia Ara Aotearoa Transporting New Zealand

S NAPIER MP KATIE NIMON ALLUDED to at Transporting New Zealand’s recent Napier Seminar, work has started on the Hawke’s Bay Expressway RoNS (Roads of National Significance) in order to four-lane it.

Hopefully it will be an example of what can go right with a roading project, with the end result being safer and much nicer to drive on.

The Mackays to Peka Peka section of the Kāpiti Expressway that opened in 2017 has led to Kāpiti having one of the lowest rates of road fatalities in the country. We expect this latest improvement in the Hawke’s Bay to bring similar safety improvements, productivity benefits and a loss less frustration for people in the 29,000 vehicles a day that use it during peak times.

Mainstream media had some interest and my point to them was, sure this is good for trucks and movement of freight, but let’s not forget trucks are only about 10 percent of the traffic stream.

For every truck driver making the most of these improvements, there are nine times as many other drivers directly benefiting.

Changes aren’t always improvements Meanwhile reports on changes to some local roads seem to be doing almost the opposite. In Hamilton, 10 pedestrian crossings have been installed along a stretch of 350 metre roading.

In Christchurch a roundabout at the foot of the Port Hills, connecting Dyers Pass Rd, Cashmere Rd, Colombo St and Centaurus Rd, has had $700,000 spent on traffic safety improvements. Well, some road users are suggesting “downgrade” may be a better word for the work done.

And in Wellington, our council is enhancing the safety and alleviating traffic issues at an intersection described as a “major gateway to Wellington” by putting in traffic lights with six months of disruption predicted. Locals are not happy, including a number of schools, and six months to install traffic lights seems like an extraordinary length of time for a relatively minor project.

It seems odd to me that some councils’ philosophical thinking still appears to be along the lines of safety at any cost and to heck with commonsense. As a result we will need to think how we advocate to local government on changing that mindset and working on practical solutions that don’t ruin traffic routes.

Truck & Driver | 41

Driving the economy NZTA has announced that next month it will change the speed limit on the Kāpiti Expressway to 110km/h. This section of State Highway 1 is designed to a high standard with adequate safety features and once implemented, the new speed limit will apply to 24.5km of the state highway.

While it doesn’t directly affect trucks, this is good news as it will enable light vehicles to speed less time alongside trucks while passing them.

Public consultation on increasing the speed was undertaken in May this year and we supported this proposed change. Hower we also pointed out in our formal submission that Transporting New Zealand believes where the corridor meets the appropriate design and construction standard then the respective speed limit should automatically apply. In our view consultation is not necessary and a waste of everyone’s time and money in these cases. Our recommended approach would also reduce the risk of inconsistency in the setting of speed limits and we asked that it be considered during the review of the Speed Limit Rule.

Weigh-in-motion Finally on roads, I attended a NZTA presentation about results and concerns it is seeing from its high-speed weigh-in-motion system at Auckland Harbour Bridge.

The system photographs the vehicle combinations exceeding the weight limits and NZTA showed several photos, that included a range of different vehicle configurations on different tasks and said the current levels of noncompliance are not acceptable nor sustainable.

There is strong correlation between vehicle gross combination mass, axle spacings and the impacts on loading bearing structures. The Harbour Bridge is a key part of the network and closedowns have significant impact

on the community. In April last year NZTA undertook consultation on some alternative options and the first order costs of the five scenarios ranged from $15b to $25b. Several months later there were media reports of costs closer to $50b. I don’t know what the costs will be but it’s a lot when you consider that the $32.9 billion investment committed in the 2024-27 National Land Transport Programme (NLTP) is a record.

So the lesson is please keep to the weight limits of respective routes and help look after our roading network.

A push for diversity of the week We recently hosted a webinar Diversity Workshop with TeleTrac Navman and Fia Collins.

For me the latter was a powerful reminder of the fact we all have unconscious bias and that impacts how we behave and communicate with people every time. That creates risks but those risks can be mitigated.

Increasing diversity is a key part to ensuring we are better placed with our future workforce and if you didn’t get a chance to join the webinar, I’d urge you to spend 45 minutes look at it on our website.

Farewell to Ox Finally, and it is something I’ve been doing far too often of late, is the sad announcement that we lost another leader in transport with the passing of Wayne “Ox” McEwan.

Ox was well respected at industry level as well as being a personable and very likeable character. He will be sadly missed and he is another big loss to our industry.

Our sympathies and condolences to the team at HWR and to the wider McEwen whanau.

In Hamilton, 10 pedestrian crossings have been installed along a 350m stretch of roading.

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, Chief Executive 04 471 8285 • 027 441 4309 Dom@transporting.nz

Vicki Harris, Membership Benefits Advisor 027 534 3848 • Vicki@transporting.nz Keith McGuire, Membership manager Upper North Island 027 445 5785 • keith@transporting.nz Odette Geyer, National Membership Manager 027 274 0792 • odette@transporting.nz

Lindsay Calvi-Freeman, Membership Manager, Lower North Island, Upper South Island 027 556 6099 • lindsay@transporting.nz Jim Crouchley, Membership Manager Lower South Island 027 261 0953 • Jim@transporting.nz

www.transporting.nz

42 | Truck & Driver

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Driving the economy

Good decisions from good representation

By Andrew Little

“

POLY, POLY, POLI-TICIAN, CAN YOU MAKE A RIGHT decision?” said New Zealand band Kora in their popular song, “For all of us.”

Any decision is the right decision to someone. The art of politics is making the best decision.

If there’s one thing a Cabinet Minister can expect within hours of being sworn in, it’s the avalanche of requests to meet with sector representatives.

The transport portfolio is one of the most important. The Minister of Transport’s decisions and recommendations determine how efficiently goods get to market and people get to work or to see family and friends.

These days, that’s not all. Now, a Transport Minister has to think about maximising safety and minimising carbon emissions.

Hearing from those on the frontline of the sector is vital if a minister and officials want good policy and good decisions. Conscientious ministers want to know what the people affected by their decisions think, even when there might be disagreement.

And the more determined the minister is to get things done – and one thing you can say about Minister of Transport Simeon Brown is that he is determined to get stuff done – the more important it is to make sure he hears a clear message.

The issues facing the road transport industry are significant.

And expensive for government. The demand to upgrade roads (which, in many cases, means strengthening foundations, widening and making the pavement safer and more resilient) as well as building whole new roads that are stronger and able to accommodate bigger and more powerful trucks is urgent.

And it’s not just the roads carrying our surface freight. In the short term we need a long-term solution for efficient and reliable conveyance across the Cook Strait.

All these issues are in play right now.

For the minister and the rest of his Cabinet colleagues, the big question is how to pay for these much-needed improvements. And the order of priority they should take.

44 | Truck & Driver

In any large portfolio like transport, there are multiple organisations and voices wanting to be heard. It’s essential in a democracy they are.

After all, ministers hear from their officials every day. And officials will jealously guard their obligation to be neutral between groups and on issues.

Representative organisations bring much-needed practical experience and real-world insights to questions of policy and investment.

But not all voices, even in a single policy area like transport, want the same thing. In the end, the minister has to make a decision knowing it affects a variety of different interests. For example, when working out how to pay for roading, whether new roads of national significance or improvements to existing roads, the road transport industry is one of many trying to be heard. If tolling is a solution, every driver of every other

Driving the economy

vehicle has a stake, which means the AA, our best proxy for “every driver of every other vehicle”, will express their view. The same with broadening who pays road-user charges or fuel excise duty. For this, the importers and retailers of vehicles that might be affected want their voices heard.

Want to increase speed limits in urban areas and on state highways?

Expect parents of school-aged kids and community leaders to have a say.

They might not agree with what road transport operators say.

As well as hearing from these groups, the minister will hear plenty from Cabinet colleagues. The Minister of Finance will want as little as possible to be paid for out of general taxation. And when it comes to infrastructure, which is expensive and something we need a lot of, other ministers will have a view about what takes priority. Right now, roads have to compete with water, power, hospitals, schools and defence. That’s another halfdozen ministers at least.

Making sure the voice of road transport is heard above this cacophony demands a number of things. Well-researched information. An understanding of what others, especially those who might disagree with you, will say, so fiction can be sifted from reality. Engaging constructively with officials to understand the minister’s priorities.

And then there is having a coherent position.

Ministers want to be able to say they have spoken to relevant interest groups. When there are multiple groups representing the same interests saying different things, sure the minister gets to say they’ve consulted with the sector, but the minister gets to choose what he wants to hear. And it makes it easy to avoid hard calls if groups are divided over them.

Democracy requires elected decision-makers to hear well-considered

Andrew Little views to make a good decision. Where multiple groups represent the same interests, there is a real risk they cancel each other out.

Democracy between kindred groups is best achieved by thrashing out a position everyone can live with. And that the minister cannot avoid. That way we get the best decision.

• Andrew Little was a Cabinet Minister from 2017 to 2023. He is now a consultant to Gibson Sheat Lawyers in Wellington.

New board members for Transporting New Zealand T

RANSPORTING NEW ZEALAND has two new board members after its annual general meeting in Napier in

Transporting New Zealand’s new board members Murray Young (left) and Scott Johnstone.

October.

Interim CEO Dom Kalasih welcomed Scott Johnstone, the general manager of Brenics in Christchurch, and Murray Young, the general manager from NZ Express Transport, also based in Christchurch.

“Both Scott and Murray bring a huge amount of experience to our board, and both have a real passion for the transport industry and its people so we’re lucky to have them. They are both leaders with proven track records of making the industry more efficient, safer, and productive.

“I would also like to thank our outgoing board members, Peter Heagney of Blenheim, and Lower Hutt’s Deborah O’Brien, who have worked tirelessly for Transporting New Zealand during a major period of change.”

Truck & Driver | 45

Driving the economy

Parahake Bridge spans the Manawatu River.

P

•

•

Tolling the wrong choice for Manawatū-Tararua highway

T

HE NEW MANAWATŪ-TARARUA HIGHWAY should not be tolled. That’s the view of Transporting New Zealand, which has made its opposition clear to NZ Transport Agency Waka Kotahi.

The new highway, known as Te Ahu a Turanga: Manawatū Tararua Highway, is due to open next year. It will replace the old Manawatū Gorge road that was closed by a huge slip in 2017.

An anti-toll sign in Woodville.

46 | Truck & Driver

Interim chief executive, Dom Kalasih, says while there’s a great need to fund quality infrastructure, there are a few reasons the new highway shouldn’t be a toll road.

One is that it is almost finished, and was never considered to be a toll road before now.

“The other is the effects on the closely-connected communities of the Wairarapa and Manawatū, both of which use the link all the time for work, education, medical treatments, and sports.

“NZTA’s suggested price has been $4.30 for light vehicles and heavy vehicles $8.60. While freight firms can pass that charge on, private motorists face some hefty travelling costs.

“Tolling the road could see 3,000 vehicles per day, including a significant number of trucks, deciding to beat the toll and go over the existing Saddle Road route but Saddle Road is narrow, unsafe, and barely fit for purpose.

“As well, the relatively low numbers of expected users (10,902) are also only narrowly within NZTA’s 10,000 vehicle per day tolling test, and we’ve seen local push-back over that figure.”

Kalasih says there are two other road projects about to start that Transporting New Zealand supports tolling on: These are the Ōtaki to north of Levin Highway, and Takitimu North Link, near Tauranga.

“Our reason for supporting those as toll roads, subject to a few more meetings with NZTA, is we believe both projects have been wellsignposted as being toll roads, so everyone knows where they stand.

“We do appreciate NZTA is in a tight spot here. The coalition government has some very ambitious roading projects planned, but the money isn’t there for everything. Tolling is traditionally the way to help offset the costs, and the other alternative is increased government borrowing, with all the flow-on effects to the larger economy that most of our members don’t want to see.

“But with community opposition being as it is, there is the risk that the benefits of a safer, more efficient, resilient piece of modern roading could be undermined.”

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The future is Super. And now it’s 8 % better.

While no one can say for sure what the future will bring, we’re confident that it’s a bright one. The new Scania Super powertrain is not only said to be the smoothest drive on the road, but also the most efficient we’ve ever built. It sets an entirely new industry standard in terms of powertrains and combustion engines, with a fuel saving of at least 8 %. Ready today to meet the challenges of tomorrow. A tomorrow that will be 8 % better for New Zealand.

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

The comparison is made for long distance operations.

The Laurent Contractors fleet includes five DAFs – four CF models and one XF.

IT HASN’T BEEN PART OF A FORMAL BUSINESS PLAN, BUT ONE truck per year is a rough average for the step-by-step growth of Laurent Contractors.

The rural transport company at Waharoa, just north of Matamata, turns 10-years-old in early December. So, the maths of reaching a decade in business suggests the Laurent fleet should now number 10 red trucks.

Which is pretty much spot on… there are 10 red trucks (but one is for sale) plus a new MAN spreader in pristine white that’s set to be painted red as soon as it can be taken out of the work rotation for a few days. So yes, let’s call it 10 years to build the fleet to 10 trucks.

You get the first impression of what to expect from Vaughan and Dani Laurent’s operation when you visit the yard where the company works from, about 1.5km from Waharoa village. The long gravel driveway is tidily fenced, smoothly groomed and free from potholes.

And it’s the same story with their trucks. Pretty much anytime you make a trip along Highway 27, or on the rural roads in the Matamata region, you’ll see at least one of the smartly presented Laurent trucks at work in its red, black and silver livery.

While Laurent Contractors is celebrating 10 years in business, the passion for all things rural and mechanical goes back to Vaughan’s childhood. With his older sister and two younger brothers, Vaughan grew up at Hinuera, just outside of Matamata, where his father Neil owned a small rural garage and service station.

Vaughan has no doubt it’s the hours spent at the Hinuera workshop where he and his youngest brother, and business partner, Grayson picked up their passion for all things mechanical.

“I think it stems back to the old man’s rural garage. They fixed everything from cars, tractors and trucks and did some tyres and engineering,” says Vaughan.

“I’d get off the bus after school and there’d be a truck to pull out of the workshop, so I’d drive it around the back to the car park.

That’s where the machinery side started for me.

“Dad was into cars and machinery and a bit of motorsport, and I grew up in that rural environment.”

Not surprisingly, it led to Vaughan’s first job.

“I left school and ended up working for a local contractor, driving tractors and machinery,” he says.

“One of the old man’s rules was that to leave school, we had to do an apprenticeship. I did my apprenticeship as a diesel mechanic in town here in Matamata and while I was there, I gained my Class 4 license. I used to do a bit of driving after work and in the weekends for a few local contractors.

“After finishing my apprenticeship, I was offered a job by my uncle Glenn Lowther who owns Atlas Cranes in Northland. I moved up to Whangarei and did four years driving mobile cranes and transporters.

“I learnt a lot working there. I was operating cranes, driving a couple of the Kenworth transporters they had and was doing a bit in the workshop as well.

“I ended up moving back to Matamata and doing some relief driving for Waharoa Transport. Then I worked for Gordon McKenzie, who had a couple of dropsiders working locally here.

“We did metal, silage and a bit of livestock and he ended up buying Waharoa Livestock. I stayed on there driving a stock truck for Gordon.

“I’d met Dani by then and after a while I was looking for a new challenge. I did a year at Chapman Onion Exports and drove their Peterbilt, carting produce and a bit of transporter work as well as in the workshop in the off-season.”

The next step for Vaughan and Dani was a move into their own business.

“I set up a ute as a service vehicle and was subbing to a few local contractors doing the maintenance on their trucks and machinery,” Vaughan says.

“But as much as I love working on the tools, I more enjoy getting Truck & Driver | 51

Above: In the office Dani Laurent takes care of the admin tasks and Vaughan Laurent combines dispatching and driving.

Lower pix: (from left) XF and CF models DAFs at work on livestock and silage work... the original Foden at maize harvesting. out in the trucks and I was pulled back towards the livestock side of things.”

It was mid-2014 when the Vaughan and Dani, along with brother Grayson and his wife Larissa, reckoned there was an opportunity to make a move into the local transport industry.

“When my brother left school, he did a couple of years of engineering and then did his apprenticeship at Dad’s workshop,” Vaughan says.

“Grayson then left the old man’s workshop and went to work at Waharoa Livestock. He started on the dropsiders and moved his way up to a Class 5 stock truck.”

In mid-2014 the brothers bought their first truck, a 14-year-old Foden Alpha which was ex-Kapuka Transport from Southland.

It was painted red, and the Laurent brothers sourced some second-hand stock crates that were painted silver and gave the combination a pretty big makeover.

“We added some black on the cab and put some red stripes on the crates,” says Vaughan.

52 | Truck & Driver

With a few subtle changes over the years the colours have become the signature of Laurent Contractors.

“At the start Grayson drove the Foden for six months and I carried on mechanicing until we’d built up a bit of work and took the plunge to buy an ex-Ongarue Transport Fuso. That’s really where it all started.”

With steady work for two trucks Laurent Contractors was registered in the first week of December 2014.

“We were lucky that both of us were known locally, and Dad had a business here for 30 years. That helped because a lot of his clients were in the farming community and still to this day, they’re using us for their transport needs,” Vaughan says.

“That was a big part of it. We had a good following from the start.

“We also did a bit of subbie work when we first started. We’d have enough work for one truck and help out someone else with the other one and it went from there.

“Once we got two trucks, we drove one each and that carried on till about 2017. We ended up buying a little Isuzu 4-wheeler,

DAF CF dropsider on fertiliser work at the Laurent Contractors depot.

painted it up and put some alloys on it, and Brad [Goldsbury] became our first employee.

“Brad had his Class 2, and we worked him through to Class 5 and he stayed till about 2021. He left us to do some work in the bush and he also drove milk tankers for a while, and now he’s come back to drive one of our DAFs.” There were some significant changes for Laurent Contractors in a short period between 2017 and 2018.

“Dad had sold the service station side of his business, and shifted his mechanical side out to our yard in Waharoa, which was in Factory Rd at the time. Grayson realised he enjoyed the mechanical side more and we purchased the business from Dad in 2017.

“We are 50:50 in the two businesses but they are run separately.

Basically, Grayson and Larissa look after the workshop while Dani and I look after the trucks.”

Having the workshop a few minutes away is a real benefit to Laurent Contactors.

“He does our tyres and the majority of the general servicing and repairs. Sometimes when he’s flat out I’ll take truck down there and work on it myself,” Vaughan says.

“And during our really busy times, if I beg, he’ll come here and drive a stock truck on a Sunday or drive a bulk truck for a day.”

Another key person in the Laurent Contractors operation is Jock Temm.

“When Grayson went into the workshop, Jock came to work for us. He grew up on a farm near Matamata and he’s worked for Swaps, and I’d worked with him at Chapmans.

“He came and drove the ex-Ongarue Fuso for us and people thought he was mad because he was driving a Kenworth at the time. He’s been with us ever since and now he drives our K200.

“Jock has got a lot of knowledge and experience and he’s been able to guide some of our newer staff,” Vaughan says.

“We’re lucky to have him. Jock has taken the phone over Christmas and New Year and that has given us a complete break.”

There were two significant moves in 2018.

Truck & Driver | 53

Brothers Grayson and Vaughan at Laurent Motors in Waharoa, where most of the fleet maintenance is carried out.

“We bought a new DAF XF in 2018. It was our first new unit and Jock went into that. It was a big thing for us, and definitely a turning point,” Vaughan says.

“We’d only been in business for four years. I think it made us work even harder because we had to make it work.”

Another important opportunity came by chance in 2018.

“Glen Clothier, who is one of the owners of Waharoa Transport, was over at our yard one day and we were just having a chat. He mentioned he was thinking of selling his [Mercedes-Benz Atego] spreader and did we want to buy it?’ I did.

“I drove it for a season to learn how it all worked. It’s been good. Buying the spreader has in turn created more work for the dropsiders and some of our livestock clients have also become our spreading clients.

“In 2020 we put on a new DAF CF as a second dropsider and two years ago we bought a new Kenworth K200 9-axle stock unit with a Domett trailer and Nationwide crates which became the flagship of the fleet.”

The current Laurent Contractors line-up is PACCAR predominant with the K200, the DAF XF and four DAF CFs. One CF is a 9-axle stock unit, one is an 8-axle stock unit and two are set-up as swap bodies to work with either stock crates or dropsider bodies.

“Adam McIntosh [Southpac Trucks] has been a been big part of everything. He’s been great to deal with and nothing is a problem.

Dealing with Southpac is like dealing with a family company,” Vaughan says.

“The two `drop-swap’ bodies will usually get through the autumn and spring with sides on carting silage, bulk grass, maize or some lime and fertiliser to support the spreaders. And we’ve got a few

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clients that we do stock feed for as well.”

“We’ve also got two Fuso Fighter little trucks, and we’ve still got one of the original Fusos. That’s now used mainly to cover for any COFs or breakdowns. It’s parked up some of the time and it’s really busy at bobby calf time.”

And there are also two 4x4 spreaders – the original MercedesBenz Atego purchased from Waharoa Transport and a brand new MAN which replaces a Mercedes-Benz Axxor that was written off a few months ago when a front tyre blew out.

“We were hoping to have the MAN painted but the busy time of the year has come, and it needs to be working. It should be painted in the New Year after this busy spring fert season is out of the way,” Vaughan says.

“We went for the MAN after having a run of ECU and dash issues with our Mercs and because they offer a five-year bumper-tobumper warranty.”

That completes the 11-truck (or 10 plus a spare) count.

“It’s a good number for us. We can service our clients during the busy times, and we still call on some subbies to help us from time to time,” Vaughan says.

“We try and work in closely with some other local guys [subcontractors]. There’s no point in you going one way empty and them going the other way empty.”

Along with the sharp presentation, there’s a personalised touch to how the Laurent trucks are named and numbered.

All of the trucks carry a name with the Kenworth K200 titled The Drover, while the original Atego spreader is The Landlord, and one of the small Fuso Fighters is The Flea.

“There’s also The Groundsman, The General, The Wrangler, The

Jock Temm joined Laurent Contractors in 2017 and now drives the Kenworth K200 9-axle livestock unit.

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Above: Jock Temm at work with the Kenworth K200.

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Below: Brad Goldsbury loading cattle into his DAF CF. Mothership and The Beef Box,” says Dani.

At first the fleet numbers might appear somewhat random.

“They are all family birthdays or anniversaries. All the numbers have a meaning behind them,” Dani says.

The other invaluable part of the operation is the Schaffer T6680 loader.

“At the start we couldn’t afford much, and we bought an old Volvo from Hanes Forklifts. We ran it for about two years, and it got us going,” Vaughan says.

“Then we bought the Schaffer new from here in town. It’s like a telehandler. It can load the spreaders out of the bin here and we’ve got bale grabs for it, and we also put pallet forks on it. It’s really versatile and it’s been great.”

While the fleet offers plenty of versatility, there can be busy times at the yard swapping bodies mid-way through a working day.

“It’s nothing for the trucks to be out in the morning with their crates on and they’ll be back in the yard at lunchtime putting the sides on to go out and get a load of lime or move some bales,” Dani says.

“Back in the day they’d even come back and put the crates on again later in the afternoon, but now with a couple more trucks we can organise things a bit more.”

Laurent Contractors now has nine driving staff in addition to Dani and Vaughan.

“Dani does all the administration, and I do the dispatching as well as driving part time - or more at the busy times,” Vaughan says.

“Dani actually got her Class 2 a while ago and she’ll drive one of the little trucks at the really busy times. We had a driver break his thumb and he couldn’t work at a really busy time, so she could jump in the little truck and do a calf run.”

At times there are a couple of young faces at Laurent Contractors.

“We also have two young guys who are mad keen on trucks, and they’ll come down after school to wash trucks and in the holidays, they’ll go out with the drivers and help to lift a few calves,” Vaughan says.

The young Laurent household also plays a role. The couple have three children, 14-year-old son Rayden, daughter Tanner (10) and son Sefton (9).

“They get off the bus here and help out after school. Sefton, our youngest, is mad on it. He’ll drive the loader around and sit on guy’s knees so he can steer trucks around to the fuel pump or the wash,” Vaughan says.

In contrast to Vaughan, Dani’s background is a far cry from rural garages and livestock trucks.

“I’m a qualified hairdresser, which I had been doing since age

Truck & Driver | 57

Top: Dani Laurent driving one of the small four-wheeler livestock units.

Above: Vaughan and Dani Laurent have built up Laurent Contractors from a single truck operation to a fleet of 10 in the space of 10 years.

Below: The current Laurent Contractors fleet of PACCAR brand truck and trailer units.

58 | Truck & Driver

15. When we started this, I was hairdressing three days a week in Matamata with two, and then three, young kids to look after,” she says.

“Dani would get home from hairdressing and do all the admin at night,” Vaughan says.

As the business has grown Dani has gradually become fully involved.

“I carried on hairdressing till our youngest was about three and this got too big. I needed to be here,” says Dani.

“I haven’t had any admin background. I’ve just learned as I’ve gone along.

“And I’ve enjoyed doing a little bit of driving. There are a few roads around Matamata that I never knew existed.”

The Laurents says their business is built on relationships, service and professional presentation.

“It’s all built on relationships we’ve built with local farmers and stock agents as well as our staff,” says Vaughan.

“Without good relationships with your customers and staff, you don’t have a business.

“We also pride ourselves on our gear. We always try to keep everything clean and tidy. We’ve painted and polished stuff to build up our brand and people do comment on that.

“I remember Paul Gordon [of Gordon Transport] told me one time; `Your gear mightn’t be new, but it’s always immaculate and it stands out’.

“Glenn Tervit from Fleet Image in Te Awamutu has done all of the painting for us and Tony Gulbranson from Tonez Signs in Matamata has done the signwriting.

“I’ve always liked a simple, clean look and they seem to stand out,” says Vaughan.

The Laurent Contractors current yard is now based on Mowbray Rd. “We outgrew Factory Rd in Waharoa, and we’ve been here since 2019,” Vaughan says.

“We lease the yard, and it’s got a two-bay workshop, a four-bay shed, a truck wash and smoko room.

“The main building was already here, and we’ve added the Portacom and a fert bin.

“Most of the trucks come back here each night but Jock lives in Tirau, so his truck goes home with him most nights. And we’ve got

The Mercedes-Benz Atego spreader was purchased from Waharoa Transport.

one driver from Putaruru who takes the truck home depending on where he’s working.”

Waharoa proves to be a central location with Vaughan describing the Matamata region `as the crossroads of the Waikato’.

“Most of our work is in the general Waikato, Bay of Plenty and Auckland regions. Today for example, we’ve got one truck going down to Te Kuiti and another to Ngakuru (south of Rotorua).

“The stock trucks can travel away. Works loads can go anywhere from Northland to Hawera and across to Hawke’s Bay and with herd shifts you get around the country, but the majority of our work is what you’d call local.

“The spreader work is almost all just around Matamata.”

The main challenge over a decade in business has been timing the moves to grow efficiently.

“Growing has been the biggest challenge. Buying new gear and making it all work is always a challenge,” Vaughan says.

“Each time it seems we’ve got a point where we’re using more subbies and working our guys a bit too hard, so it’s time to add another truck.”

Finding staff has also been a challenge at times, but Dani says they’ve had success in retaining staff.

“It takes getting the right drivers. We’ve got a really good group of guys and in the 10 years we’ve been going, we haven’t had a

great deal of turnover,” she says.

Vaughan says the rural transport sector isn’t for everyone.

“Some young guys think they want to do it. They come and try it and then decide it’s not for them. But that’s livestock – it’s not an easy game.

“It’s hard for some guys and other guys love it.”

While there have been mergers and consolidation in the rural transport sector, Vaughan sees an important role for operators the size of Laurent Contractors.

“Even in 10 years a lot of companies have been getting bigger while the little man has been disappearing. But a lot of farmers like dealing with the little man.

“We’ve got nine drivers, and they [farmers] know who’s coming and they also know they can pick up the phone to talk to me.

“It’s the same with the spreading. The farmer knows who they’re getting, and some farmers will even ring up and say `can you send so-and-so’.”

In terms of promoting their business, Dani says that community involvement is the main focus.

“We sponsor the Hinuera and Matamata Rugby Clubs and a lot of work stems from the relationships there and the connections to the rural community,” she says.

“We also help out a lot of the country schools around here. When

Truck & Driver | 59

Above: New MAN (pictured far left) has joined the spreading operation as a recent replacement for a Mercedes-Benz Axxor.

Right: Schaffer T6680 is kept busy loading the Laurent Contractors trucks.

Bottom: The spreader fleet works around the Matamata rural area.

farmers donate a calf to help a school, we’ll donate the cartage.”

Laurent Contractors is also a main sponsor to the grass roots Rangeview Speedway nearby at Waharoa, and a supporter of the Huntly-based Waikato Wanderers Super Stock team.

“And we also sponsor the Matamata Fishing Club, which is one of the biggest inland clubs in the country,” Dani says.

That one truck per year growth sequence is now under review, and not with the objective of increasing the size of the fleet.

“We have no plans to get too much bigger. I want it to be manageable with the two us running it and I think you start to lose that personal touch if you get much bigger,” says Vaughan.

Dani agrees. “We’ve got a tight-knit family thing with all the guys here. The bigger you get the more problems you can have and what we’ve got is a comfortable size,” she says.

So, heading into the second decade of Laurent Contractors, the focus will be more about upgrading rather than growing.

“I think where we are at is a good number but having newer trucks is an important thing for driver retention,” Vaughan says.

“We’ll keep on working and stick to what we are doing. We’ve only ever wanted to be a good local rural carrier and to work for the farming community.

“It’s a good industry to be in but it has changed in the 10 years we’ve been in it and definitely over the 20 years I’ve been driving

60 | Truck & Driver

trucks,” Vaughan says.

“I enjoy the strong camaraderie on the livestock side of the industry. If a guy needs a hand at the sales yard, you don’t mind giving them a hand.

“That’s why I’ve always had the passion for the rural side, and I don’t think I’d have the same passion for linehaul or general freight.

“Sometimes we’ve talked about what we would do if we got out of it, but I think something would always drag me back into it [rural transport]. Jock and I often joke it’s not a job, it’s a lifestyle.

“I’ve just always loved going onto farms and talking to cockies and I’d rather be out in the back blocks somewhere in a stock truck than picking up pallets around the streets of Auckland. You get to see some cool parts of the country.”

The team at Roadmaster would like to take the opportunity to thank all of our valued clients for their support this year.

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National Road Carriers

Don’t let perfect get in the way of better James Smith, GM Policy and Advocacy, National Road Carriers Association

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HE TRANSPORT SECTOR IS NOT UNIQUE IN ITS DESIRE TO transition to a low emissions model. The willingness is there but the challenges often feel so overwhelming operators simply can’t decide which low emissions horse to back.

In discussions with NRC, operator concerns generally fit into one of four camps: • Infrastructure limitations: The freight sector relies heavily on existing infrastructure such as roads, railways, and ports which are optimised for fuel-based transport. Shifting to electric or hydrogen vehicles demands costly and time-consuming investments in new infrastructure like charging or refuelling stations.

• Cost pressures: Upfront costs for low-emission technologies are perceived as prohibitive. Electric and hydrogen vehicles cost more than diesel, and freight companies with thin margins struggle to justify the investment, especially with unclear returns. Financial risks and cost pressures in the competitive freight industry deter many from transitioning.

• Developing technology: EVs have limited range, long charging times, and lower payloads than diesel trucks, making them less viable for long-distance freight. Batteries and hydrogen fuel cells have lower energy densities, reducing vehicle efficiency and range.

Little is known about the true cradle to grave cost of ownership of the new technology. There are no examples that have completed their full life cycle which creates huge uncertainty and associated risk for operators.

• Lifespan of existing fleet: Freight vehicles have long lifespans, and the sunk cost makes switching to low-emission alternatives less appealing. The fear of having stranded assets if they transition too slowly or if they pick the wrong emerging technology is a scary prospect for an industry operating on low margins in a recession.

Right now, it’s a risky economic environment to be taking the lead with new technology, but despite the trepidation there is no shortage of freight operators willing to give it a go.

And that’s where companies like TR Group step in. Leasing offers

operators access to the latest technology without the full cost and risk, providing much-needed flexibility, especially in the current economic climate.

NRC’s message: Don’t let perfect get in the way of better when it comes to Just Transition. [Disclaimer: this might be borrowed from Brendan King, General Manager, TR Group].

Leasing gives immediate access to newer vehicles, including hybrid or electric trucks, emissions-compliant models, better aerodynamics, and advanced telematics, all backed by maintenance packages.

These innovations reduce fuel consumption, lower emissions, and positively impact the bottom line. Small steps by everyone could drive a significant sector-wide shift in emissions reduction.

We can't do it alone – government must play a role. While industry needs to step up, Government holds the keys to industry’s longterm success, the right regulations are crucial, as is a better balance between the carrot and the stick.

The surge in EVs came when the public was incentivised, driven by cheap fuel rather than emissions goals. Now, imagine New Zealand’s car fleet if fringe benefit tax (FBT) was removed on clean vehicles – businesses would quickly adopt zero-emission fleets. This would trickle down, making EVs more affordable for private buyers as corporate fleets enter the market in their 3-4-year cycle.

We know as an industry we need to embrace just transition to ensure our long-term sustainability and build economic resilience. In the short-term we need to work with the regulators to facilitate uptake and encourage investment that will enable freight operators to take action now, not in the future. But let’s not forget we already have some of the tools in the toolbox at our disposal.

As always one of the smartest moves that an operator can make is to pick up the phone or fire of an e-mail to one of the NRC team as it is highly likely in this rapidly evolving environment, we can help work through the options without a vested interest getting in the way.

Look for increasing information of ways to reduce carbon emissions on our website natroad.co.nz and member communications.

Truck & Driver | 63

National Road Carriers

Reliance Transport has been an early adopter of battery electric trucks. Reliance Transport's Business Development Manager, Ben Fausett (right) demonstrates one of the company's P25 Scanias to Energy and Transport Minister Simeon Brown (centre) and EECA Regional Manager Transport Market Engagement Brendan Walsh.

By James Smith, GM Policy and Advocacy, National Road Carriers Association

Driving towards a decarbonised future for the transport sector

O

UR SECTOR PLAYS A CRITICAL ROLE IN SHAPING New Zealand’s environmental future. With transport accounting for 17.5% of the nation’s total emissions, we are acutely aware of our responsibility in the collective effort to reduce carbon output. As the economy begins to rebound, however, our sector’s emissions are likely to increase unless we take proactive steps to change the profile of our heavy diesel fleet.

Looking ahead, the future of New Zealand’s heavy fleet is likely to involve green hydrogen trucks for long-haul transport and battery electric commercial vehicles (BECVs) for last-mile deliveries.

Green hydrogen trucks, with their extended range and quick

64 | Truck & Driver

refuelling capabilities, are ideal for transporting goods over long distances, such as appliances and store goods. On the other hand, BECVs are well-suited for urban environments where they efficiently handle shorter trips, including the delivery of fresh groceries and other perishable items. Both technologies will play crucial roles in achieving a more sustainable transport sector, addressing diverse needs within our supply chain while reducing overall emissions.

To effectively decarbonise transport, we must expand our focus beyond merely transitioning to cleaner vehicles. NRC believes increasing productivity should be added to the Government’s list of solutions. By moving more goods with fewer resources, we lower

National Road Carriers

The 6x2 Scania P25 EVs have been working as part of Reliance Transport's Project Switch since 2023. emissions and drive economic growth. This dual benefit is essential in an era where cost pressures and environmental concerns are equally urgent.

Enhancing productivity is also key to overcoming the financial barriers associated with adopting heavy electric and hydrogen trucks.

The initial capital costs of these vehicles, combined with other disincentives, can be daunting. However, by improving the efficiency of our fleet, we can offset these costs and make the transition more viable for fleet owners.

A critical area where productivity gains can be made is in the review of the Vehicle Dimension and Mass Rule. As we consider the changes necessary to accommodate battery electric vehicles (BEVs) and hydrogen trucks, it’s crucial we also look at how we can lift the overall productivity of the fleet. Adjusting axle mass limits for these innovative technologies will allow more efficient transport operations, reducing the number of trips required and, consequently, the overall emissions.

However, technology alone won’t solve the problem. Currently, there is a significant gap in the charging infrastructure for heavy trucks, particularly those towing trailers. Without a robust network of rapid charging stations, the adoption of electric heavy vehicles will be severely limited.

Many of our members are already struggling to secure enough electricity to charge even a single truck, making the expectation that heavy freight vehicles will charge solely at their depots unrealistic. A stronger commitment from the Government to support the rollout of heavy vehicle charging infrastructure is essential.

We also believe strengthening the Emissions Trading Scheme (ETS) is crucial to creating a credible market for carbon which, in turn, will provide the certainty needed to incentivise the transition to loweremission vehicles. However, NRC cautions against raising the price of carbon before lower-emitting technologies are widely available.

Any increase in costs for our sector will ultimately be passed on to consumers, potentially stalling the transition rather than accelerating it.

The Government’s Low Emissions Heavy Vehicle Fund, administered by EECA (Energy Efficiency & Conservation Authority) is a positive step that will help early adopters overcome upfront cost barriers, offering grants of up to 25% of the cost of a new zero-

emissions truck, or up to 25% of the cost to convert an existing diesel truck to be powered by low-emissions technology.

This will accelerate the uptake of these vehicles, allowing fleet owners to see low and zero-emission trucks operating in real-world conditions. By identifying and resolving the barriers to adoption, we can pave the way for a smoother transition for the entire sector.

Energy sector As 2030 approaches at 140,000kph there is an increased awareness that reducing our reliance on fossil fuel as an energy source is reliant on having realistic and commercially viable alternatives.

Simply turning off fossil fuels is not going to help New Zealand as even if we ceased all emissions our sacrifice would barely register globally. We are simply too small to make a difference to global emissions.

What we can do is lead the way in sustainable transition.

New Zealand has some unique advantages that place us in an advantageous position if we learn to capitalise on our strengths: • We already have a high percentage of our electricity needs produced by renewable sources.

• From a transport perspective our distances between origin and destination are small with most truck trips falling within the range of emerging battery and hydrogen technology.

• We are highly adaptive and innovative.

• We have a single government and regulatory system.

We do face some challenges, however: • We are already running out of generation capacity at peak load times.

• We are reliant on overseas supplied vehicles competing for supply.

• New Zealand energy customers are highly price sensitive.

• Existing electricity network does not deliver sufficient power to support transport electrification.

Balancing the discouragement to use fossil fuels with the availability of alternatives will be essential if New Zealand wants to avoid loading cost into the economy.

NRC will be advocating for long term solutions to increasing the supply of alternative energy sources at a pace that ensures supply is there as vehicle suppliers transition to alternatives to traditional diesel.

Truck & Driver | 65

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FEATURE

Peter and Mary-Anne – 100 years of Smiths Transport, 50 years in the business themselves, an incredible effort. This photo taken in their last month of business.

By Kere Menzies

A century in the south WHEN A NORTH ISLANDER IS ASKED TO DESCRIBE A Southlander, one can easily imagine the words might include; stoic, independent, tough and the old classic – ‘salt of the earth.’

And if you ever get the chance to meet Peter Smith, of Smiths Transport in Morton Mains, these words would be an easy fit.

Southlanders tend to stand back and size you up. They can be slow talking, long thinking, hard-working and a bit red in the face – that of course is because it’s usually just a wee bit chilly outside or the brief summer sun was just a bit strong. And once again, that’s Peter Smith.

Peter’s family are among the longest residents in the district and have been part of the heavy transport scene there for bang on 100 years. His grandfather Frank founded the company in 1924, just as the area was moving from dairy to sheep farming.

Morton Mains is located in the heart of the Southland plains in the region between Invercargill and Edendale. Farming there has gone the full circle in the last hundred or so years. It was dairy farming country in the early days, shifted to sheep in the early 20th century and is now back to dairying in more recent years.

Heavy transport in the area has evolved with the farming sectors. Being part of lowland Southland, the area was swampy and huge drainage work was needed to make it suitable for farming. Interestingly, most of the early drainage was dug by Chinese labourers, descendants of those who had come to Southland chasing gold.

Early farming in the area had its challenges with Southland’s famous rain leaching the soil of nutrients. So prevalent was the

leaching that in the 1920s a disease was causing lambs to starve and die in lush pasture around the area. Called Morton Mains disease, the Blackmore family farm was used for trialling various mineral applications and it was finally diagnosed as cobalt deficiency in the soil.

Smiths Transport spread superphosphate mixed with cobalt on the pasture. This proved very successful in combating the disease so early farmers became pioneers in the large-scale use of lime on pasture, and local truck companies became pioneers in spreading it.

Transport companies back then were very much a mainstay in the community as were the local dairy factory, store, school, church and train station. The bulk of goods travelled across the provinces by rail before being distributed by local transport.

Sadly, as farming practices changed and transport improved, communities have shrunk. Local businesses have closed, sports clubs have gone and as in Morton Mains case, only Smiths Transport is left.

The origin of Smiths Transport is when Frank Smith returned from WWI to settle at Hedgehope. In November 1919 Frank, his wife Lottie and brother Arthur purchased the Smithy in Morton Mains from Thomas McFadzien. They regularly took a horse and gig to Seward Downs to shoe horses and in 1924 they were contracted to collect milk cans from the local farms and deliver to the Morton Mains Dairy Factory.

It’s here, many decades later that Frank’s grandson Peter and wife Mary-Anne found a Dairy Company ledger entry from 1924 Truck & Driver | 67

regarding Smiths Transport’s first loads into the factory, accurately pinpointing Smiths starting date. As blacksmiths they were already doing work for the dairy factory.

Motorised transport was developing and as was common in the day, the local blacksmith and wheelwright often went from changing horseshoes, to changing tyres. Frank soon saw the benefits of petrol driven horsepower over traditional horse and cart.

With his newfound interest in motorised vehicles, Frank purchased his first truck in 1926 and expanded from horse, wagon and milk cans to the cartage of other goods. The smithy and truck shed were ideally located next to the railway station and as blacksmithing work died away in the late 1920s, brother Arthur took employment with the railways. But Frank and Lottie decided to expand the transport business.

Frank actually never held a Heavy Traffic License but he did repair work and ran the trucking business. His first truck was intrusted to Jimmy (Dusty) Miller who drove for Smiths for 11 years. Dusty later set up a passenger bus service in Wyndham.

The Smith family obviously got on, because after being in blacksmithing business with brother Arthur, his son Cyril (nicknamed Barney) was to become a partner in the transport operation, trading as F.J. & C.G. Smith. In 1959 another son, Allan took over the fertiliser cartage and spreading business until he sold it in 1969, shifting to Rakaia.

Frank worked in the company until his passing, aged 76, on April 10, 1960. Another son Gordon (called Hard) then joined Barney in partnership trading as C.G. & G.D. Smith.

In 1979 Peter Smith (Barney’s son) purchased Hard’s share and

the new partnership traded as Smiths Transport. Peter and his wife Mary-Anne then purchased the remaining shares from Barney in 1993 and Smiths Transport Ltd was registered. Peter’s brother Ross started driving for Smiths early 1993 and was the bulky driver for about 25 years until ill-health forced his retirement.

The family background confirms that Peter Smith was truly born into the transport industry. Early school days were spent thinking about trucks and he claims many nights, weekends and holidays were spent in the cabs annoying the drivers, or if the driver was clever enough, on the deck loading and unloading.

Schooling finished, he started an apprenticeship with the New Zealand Motor Corporation, working on mostly British cars and trucks. This was before the mid-1970s when New Zealand witnessed a firm switch from British-built cars and trucks to Japanese brands and the NZMC was swallowed up by Honda.

As a mechanic, Peter’s preference was to be working on the Leyland trucks of the time and he also got plenty of practice driving them, as he was one of only two mechanics in the local branch that had their full truck and trailer licence.

Working for NZMC was exciting times as he got to drive many trucks and some of the biggest gear in the district. One unit he remembers fondly was a Leyland Monarch, powered with the 7.7- litre AV505 engine boasting a `powerful’ 146hp. After repairs had been completed, he delivered it back to the Vincent County Council.

While Peter enjoyed playing rugby (and later refereeing), Young Farmers Club and general socialising, he was always on call for carting hay - a very manual job with the small hay bales or rushing to do repairs and maintenance on the busy fleet.

Top: Full fleet shot taken in late-2023.

Left: Barney Smith pictured in front of Frank’s truck. This is prior to him going into business with his brother – so F.J. Smith later became F.J. and C.G. Smith.

Right: Original driver Dusty Miller pictured in front of Frank’s original house which also served as the Smithy and Post Office.

W O P P C C In In 68 | Truck & Driver

Frank’s first Chevy (which became his first sower) and his horses in front of the Morton Mains Dairy Factory.

cooked lunchtime meals for the drivers.

It was always two courses, meat and vege plus dessert. Drivers lunch hours varied from 11:30am till 2:30pm and there was no microwave in those days. Both were relieved when the office and smoko room was built in 1993.

In 1986 NZ was in the throes of introducing GST. Peter was recovering from surgery on a dislocated shoulder when he decided it was time to invest in a computer. Wayne Hulls set up the programme, which was one of the first to be based around mileages and goods carted for individual farmers.

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Peter had married Mary-Anne early on in his trucking career and in following his Grandfather and Grandmother and Father & Mother, both of them have been involved in the company all their married life.

With 50 years in the company, both fondly remember the gradual improvements of technology and changes in the trucking business.

Mobile radio telephones improved communication and were fantastic tool for keeping in touch with the drivers. Daphne (Barney’s wife) was pretty much tied to the home base answering the phone and RT and for many years Daphne and Mary-Anne

Above: Peter’s retirement project, a 1955 Leyland Comet 90 that they had sold to a local farmer who had ‘retired’ it to a paddock not far from the depot.

Bottom: An old line-up in front of the Morton Mains Community Centre - which still stands today (albeit modernised) only a block from the depot.

It featured two floppy disks for doing backups and each command had to be typed in and the floppy disks had to be changed around which all took about 20 minutes. Fantastic in later years to be able to just hit one backup command! But even such a rudimentary early computer was a godsend compared to calculating, then writing out invoices.

Although there were a few complaints from the young Smith kids – Nicola, Craig and Michelle (the youngest, Jessica missed this stage) – the run of invoices was laid out on the living room floor, the invoices split from the duplicate copies with Pete and Mary-Anne doing final checks. Then one child was folding, one was putting invoices into envelopes, and one got to lick the stamps (the worst job!).

With the Smiths lives pretty much revolving around the transport

70 | Truck & Driver

business, especially during the busy seasons, the children all learnt to help and pitch in and this now shows in their very strong work ethics.

During his university years Craig, worked as a driver, mainly on the silage truck but then headed off to Australia to work for Mainfreight. Craig was a quick adaptor to things trucking and Peter remembers a story of being away delivering livestock when the bulky got stuck on a local farm.

Mary-Anne got the call and had no drivers around to help. So, 12-year-old Craig shot out to the yard and got the Fiat Allis loader cranked up while Mary-Anne collected the driver, who drove the Fiat Allis to the farm. Craig then towed the bulky out. He was most annoyed though when Mum wouldn’t let him drive it home down State Highway 1.

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Above: Smiths Carriers removing the very last tram from Invercargill.

This tram landed at Neil Robinson’s farmlet (on Railway Road funnily enough) where it became his engineering workshop.

Below: Alan Smith was sent up to pick up this brand-new trailer from TMC in Christchurch.

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Smiths Transport have had five generations of the family working for them over the 100 years; founder Frank, son Barney, grandson Peter, great grandson Craig and then great, great grandson Dylan was recently involved with bobby calf runs.

Frank Smith wore a few hats in the early days. As well as owning the transport company, he was also the local Postmaster. His first job first in the morning was to hang the day’s mailbag on an extended arm – the train would slow down, collect the bag, and headed into Invercargill. It would come back out in the afternoon, with the bag then hung back up by the train driver so Frank would collect the incoming mail and any freight from the railway siding.

His wife Lottie ran the Post Office out of their home, and she would sort the mail for Frank to deliver around the district. The Post Office was a tiny 4 ft x 4 ft room with a sliding porthole where locals, who had heard the train, would call past in the hope of some mail.

There were no sick days or overtime, and the Smith children fitted into the busy schedule. And if luck would have it, they would manage to jump in a cab with a driver to help out on the busy mail run or freight delivery.

It was demanding work. Truck and trailers, including train carriages, had to be hand loaded and unloaded, so the drivers needed to be fit and able. And also, very competitive.

On one occasion Barney delivered a large shipment of lime to Sir William Hunt’s farm. According to the ledger, his day started with manually loading and unloading 83 ton of bagged lime, then he delivered a full load of wool to the railway siding, carted all the forms to a local picnic, then carted them back to the local hall in time for the picnic dance that night. He still managed to dance most the dances at the picnic dance.

Allan Smith’s biggest tally was loading 84 ton of bagged lime, carting it five miles [8km] then offloading it, before picking up 12 ton of bagged super and then delivering it. A total of 94 ton, doubled handled, in one day.

Early farmers became pioneers in the large-scale use of lime on pasture, and local truck companies adapted rapidly. Shovelling off the bagged fertiliser was generally left to the younger workers and competition here was strong.

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From top: Pic 8: A Leyland Beaver in the yard with a homebuilt crawl through crate. These crates were generally built by staff over the quiet winters... This 1984 Mercedes Benz U1700L Unimog was originally built for the NZDF and was purchased by Peter, fitted with a sowing bin built by local engineering firm Becks Engineering and put to work...

Smiths wasn’t a corporate company, as manager Peter did most the work with a steering wheel as his office desk with Mary-Anne covering the phones at home. Here he is in an Atego out doing the mahi. not uncommon for transport companies to change brands due to a salesman moving between them.

In Southland early on, H.E. Melhop was the predominant retailer of trucks. At that time Bob Davidson was the workshop foreman and he had impressed Barney with his mechanical skills.

Bob left Melhops to go out on his own to service Scania.

Ultimately Bob ended up with Cableprice as they took over Scania.

Leo Radivich came in to sell the Scania product and Smiths soon brought their first European built machine, a 6x4 swap body that carted both livestock crates and tipping deck. It was a 1979 LBT81, with 210hp and Rockwall diffs.

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Drivers were also encouraged to drive as fast as they could as this got the fertiliser hoppers moving at a steady clip and then two men shovelled fert in fast to keep up. The best tally recorded was 5 ton of fert spread in 24 minutes.

Among the other records discovered in the Smith’s archive are the early Carting Rates 1/- (10c) per ton, per mile in 1926. One ledger entry from 1929 states that Mr A. Sheat paid £1 ($122.14 in today’s currency) for 100 sacks of oats to be carted from his barn to the railhead.

The first truck to join the fleet in 1926. It was a Ford Model T that could cart one ton of freight on its flatdeck.

It was joined in 1930 by a Model A with dual wheels and then a Chevrolet added as Smiths first fert spreader in 1934. Sir William Hunt was the prominent farmer of the area and Smiths had won the contract to sow superphosphate. Such was the size of this contract that the Chev was purchased and turned into a spreader.

This was done by attaching a small hopper on the rear of the deck. The deck was then loaded with bags of fertiliser and as the truck drove around two men would hand feed the hopper from the bags.

Smiths brought a new Leyland Super Comet in 1960. It was a model 14SC/11R and purchased through H.E. Melhop of Invercargill. The terms were one-third cash on delivery with the balance paid off over 24 months, or interest was to be added to the remainder at the rate of 7.5%.

The purchase price of the Super Comet was £2870, which is $125,435.00 in current dollars.

H.E. Melhop went on to switch from British-built Leylands to being the first company in the world to import the Japanese-built Nissan Diesels after WWII. First, they brought in Nissan Bluebird cars in the late 50s, then the Nissan Diesel trucks in the early 60s.

This meant a change for Smiths to deal with Motorcorp (NZMC) as they had picked up the Leyland franchise. It also opened the pathway for Peter Smith to complete his apprenticeship with NZMC. Peter’s first truck was a Leyland Lynx. As was common at the time, new trucks were purchased and ran as fert spreaders for the first three years. This was because they could be registered as agricultural machinery, and the sales tax was considerably reduced. After three years was up, they moved into the regular trucking fleet.

The Lynx produced a massive 180 horsepower and not much torque. The brochure at the time boasted “Leyland has banished the clutch pedal on a number of its heavy duty trucks. Latest models can be supplied with only a brake and an accelerator.”

Something that is only becoming common in modern trucks now.

Peter’s favourite truck was a Leyland Beaver with the LAD cab.

The 200HP Beaver was a step up with the brochure claiming, “cab doors that swing open for a natural ‘on balance’ entry with luxurious trim promoting comfort and alertness.”

Peter reckons that the alertness came from the excessive noise the truck made under full revs and the many spots where cold air leaked in.

He thought the 200hp Beaver was one of the more powerful trucks around Southland at the time until one day he was carting stock from Castlerock to Mossburn. He had caught up with one of Northern Southland Transport Holdings Mercedes 1418s and got a run up from behind. But once he pulled out to pass, the oncoming wind slowed him down. He attempted to pass a few times but the 200hp just wasn’t quite enough.

The Leyland Beaver was a livestock unit and had crawl-through wooden crates. All of the wooden crates were built by the drivers in the winter off-season.

Truck salesmen are often synonymous with truck brands and it’s

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Truck & Driver | 73

Left: Pictured here in 2014, Smiths Transport had become a strong Daimler fleet.

Below: The last new truck to be purchased, a 2021 Fuso Shogun with Matt Eastern at the helm.

Leo moved from Scania to Volvo, and so did Smiths as the next new vehicle was a F12 Volvo, followed by two FL10 Volvo tippers.

The modern Smiths fleet has now swung around to Daimler products. Two Mercedes-Benz Atego 4x4 bulkies carry on spreading fertiliser on Southland farms, and a 3242/48 Mercedes Actros joins a near new Fuso FS3146 as dropside tippers. The big work is done by a 600hp Merc Actros with removable stock crates and flat decks.

But if you poke around the yard, you might find a remnant of the old days with a 1994 FL10 dropside tipper occasionally working, and there’s also Peter’s retirement project, a 1955 Leyland Comet 90 hiding in the shed.

This was one of Smiths trucks before being sold to local farmer Doug Stevenson, who when finished with it, left it parked in the paddock, slowly disintegrating. George and Bronnie Stevenson asked Peter if he wanted it.

Peter recovered the Comet 90 a few years ago and put it in the shed for a rainy day. The original registration papers and plates are still with it.

Not only has Smiths Transport turned 100-years-old this year,

74 | Truck & Driver

but Peter and Mary-Anne have been involved with the company for 50 years.

One hundred years is an incredible story of business survival in the ever-changing transport game. Now, Peter and Mary-Anne have decided that it’s a good time to hang up the keys, empty out the office and go and work on that retirement project.

It was a hard decision to make but the couple thought it was most important that the new owners look after their clients and staff, provide a great service and be financially stable to support the local community.

The history of the transport and the local district is most important to them, and they are delighted that the name and livery will carry on with Smiths Transport 2024 under new owners Shane and Erin Wilson of Wilsons Contracting.

Interesting enough, this new Southland rural contractor is also like Smiths Transport, a stoic, independent, tough and frankly, ‘salt of the earth’ transport family. They will however need to get a few more years under their belt to catch up with Peter, and as they say, that’s another story.

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The JAC N60 EV has a 107kWh lithium-iron phosphate battery pack produced by CATL. BATTERY ELECTRIC HEAVY COMMERCIAL VEHICLE registrations are up significantly this year with 169 units being registered in the first nine months of 2024. It’s a notable increase from 107 units across the full-year in 2023, although the majority of the volume is represented by larger vans and city buses.

For trucks, the momentum is expected to build following the recent announcement of the Government’s Low Emission Heavy Vehicle Fund which is administered by EECA. The initiative establishes $27 million in assistance to transport operators which can fund up to 25% of the purchase cost of eligible heavy vehicles.

Among those eligible vehicles is the China-sourced JAC line-up of N Series EV trucks available in N60, N75 and N90 variants. The brand and the EV line-up were launched in New Zealand in lateMarch, with 10 sales locations at existing Colonial Motor Company operations and supported by the Southpac Trucks network for servicing.

Since the EV launch JAC has followed up with Cummins powered diesel versions on the N Series and is about to launch into the light commercial sector with the ruggedly styled T9 Ute. For the New Zealand market the JAC EV trucks are available in three wheelbase choices and GVMs from 6.0t up to 9.0t, offering multiple configurations to suit different business needs.

The brand might be a recent arrival in New Zealand but JAC has been a vehicle manufacturer in China for 60 years. And

further afield the JAC EV is already proven with many well-known international fleets including DHL, Heineken, PepsiCo, Carrefour, KraftHeinz, Crown Relocations, and Kerry Logistics.

Key specifications include the use of CATL-produced lithium iron-phosphate battery packs with 107kWh capacity and two EV drivetrain options offering 130kW and 171kW outputs with a twospeed gearbox. The 171kW motor is reserved for the 9t GVM models which carry N90 designation.

Three wheelbase options – 3365mm, 3845mm and 4475mm – are being offered in flat deck and bare cab/chassis configuration, while `turn-key’ box body and tipper body options are being developed for popular applications.

One of the interesting aspects of the JAC launch has been advertised list prices, something common in the passenger and light commercial (ute and van) segments but much less common in larger commercial vehicles.

So the N60 EV tested here has an RRP of $148,990. It’s certainly more expensive than a diesel equivalent but with running cost advantages including no RUCs to pay till after December 31, 2025.

There is an online calculator on the JAC NZ website for customers to estimate the savings they’ll achieve.

Other benefits include a full roster of active safety and driver assist systems. These include Autonomous Emergency Braking, Lane Departure Warning System, Electronic Stability Control, Truck & Driver | 77

City delivery work is the primary role for the JAC N60 EV.

and Hill Start Assist. There are two airbags, parking sensors, and a reversing camera.

New Zealand Truck & Driver got to test this truck in a predictable blend of alternating Auckland springtime sunshine and rain, and certainly in what you could call typical Auckland traffic.

It’s nothing like the more adventurous locations we prefer for our big truck tests, but it’s easy to imagine the N Series will find the vast majority of its work doing short haul city transport.

In fact, this particular truck is about to start work at Kiwi Harvest and will be used for chilled food distribution around the Auckland region.

Sitting in the cab you get a real sense of what the truck is designed for. The seats are comfortable and well suited to spending most of the day in the cab. It’s easy to get in and out of the cab, which is what most drivers will be doing each day.

The wide windscreen offers plenty of all round visibility for urban running and busy traffic while the mirrors are well positioned.

It’s clear that JAC have understood the truck will predominantly be driven in busy city traffic and will need to work in some tight spaces.

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78 | Truck & Driver

For more information contact Jenny Murray at jenny@transporting.nz

Above left: Modern cabin layout features car-like controls.

Above right: Using a DC charger (up to 120kW) the battery can be charged from 20-80% capacity in 48 minutes.

Once up and running the steering feels nicely weighted and makes light work of the bustling industrial sprawl of Wiri and Highbrook, along with a short stint on the Southern Motorway.

An 8.0-inch touchscreen entertainment unit is centrally positioned on the dash and is a bit of a reach from the drivers position. The steering wheel provides the driver with access to the cruise control and driver assist features.

But the important question with any EV is how far will it go and how long will it take to charge?

JAC has selected a battery size that is suited to about 200km of city running based on JAC NZ’s own city testing when fully loaded, which also means recharging from 20-80% State of Charge (SOC) in only 48mins using a 120kW DC fast charger.

We began our journey with the energy display indicating 71% battery charge and 130km of range available. We clocked up 42.5km around the city leaving the battery at 54% charge and an indicated 106km of range – so the N60 had initially been a little pessimistic about its capability and was gradually stretching out its available range.

It’s important to note that when we test these trucks we do things a little different to a normal days driving as we have to stop and start a lot for photos and note taking.

When you have driven a couple of modern EVs there are no

real surprises when it comes to driving technique, other than the obvious conscious effort at making efficient use of the high torque and minimising the braking and to gain the most benefit from regeneration. In the JAC N60 EV the regenerative braking can be maximised by selecting the Economy drive mode.

One aspect of driving EVs is the quietness of the powertrain seems to push other noises to your attention. We noticed a slight whirring sound when travelling under 20kph and there was a rubbing noise coming from what seemed like the back of the passenger seat.

That could speak to the overall quietness and refinement inside the cab bringing those sounds into focus.

For companies looking to begin their move into EVs the JAC N series offers efficiency and adaptability while meeting the expectations of a vehicle designed for operation in a busy city environment.

An important part of the appeal will be the 5-year and 200,000km warranty cover while JAC offers multiple body fitment options designed with the New Zealand market and in mind.

And finally, the N60 6.0t version with the 3365mm wheelbase can be driven on a Class 1 driving license, providing a little more versatility to fit into a business which is looking to meet its sustainability targets.

Kiwi Harvest will put this JAC N60 EV to use on chilled food distribution.

Truck & Driver | 79

The Sharpest Tool In The Box

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With 6 Job ReadyTM bodies to choose from, plus unique in-class features, there is really only 1 tool for the job.

The Foton Aumark S boasts Cummins power and a ZF 6-speed transmission, ensuring both power and durability.

Providing safety and security are features like a Wabco air brake system (that includes the park brake), a 24-volt power system, heated exterior mirrors and daytime running lights.

Its versatility and capability are demonstrated through its 6 to 9T GVM range and tight turning circle.

Standard equipment levels include alloy air tanks and fuel tank, whose purpose is to not only look good but also optimise longevity.

Contact your local Foton truck dealer today about Foton Job ReadyTM solutions.

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Bombay Truck Show ready to rock

By Colin Smith

THERE WILL ONLY BE TWO WEEKENDS TO WAIT AFTER THE NEW Year until the 2025 Allied Petroleum/TransFleet Trailers Bombay Truck Show brings together the road transport community again.

The third edition of the show is on Saturday January 18, once again in the grounds and surrounding properties at the Bombay Rugby Club.

The anticipation is high, and deservedly so, following the success of the inaugural 2020 event and the Covid-delayed 2023

edition.

Based on the lessons learned at the two previous shows, and with 24 months to think through any improvements, the organising committee has largely stuck to the same formula for 2025.

The primary areas of focus for improvement have been traffic flow in, and out, of the venue, along with better parking and a few adjustments to the layout for trade exhibitors and the rows of UDC Show & Shine trucks that will better suit foot traffic.

Immaculately restored 1938 Diamond-T Texaco Tanker will be among the star attractions at next year’s Bombay Truck Show.

Truck & Driver | 81

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Above: Liberty Belle and Porters Kenworth race trucks will be on show.

Bottom: People’s Choice winner from the 2023 show was the R&L Beale Kenworth T659 logger.

“We have also just built the helicopter pad, something new and exciting for us.

“It’s situated just behind the action. We know this will be a drawcard and we are grateful to Heliworx Waikato’s Allan Bodman for joining us. He will have a full team with him on the day ensuring everyone is safe and has a great trip around and above the show.”

On the trade show side of the event the truck distributors with display sites include Southpac Trucks, Isuzu, Scania, Penske, and Foton. Leading trailer manufacturers are headlined by title sponsor TransFleet Trailers and other manufacturers and suppliers include the likes of Big Foot, TATES, and Kiwi Truck Tyres. Just to name a small selection.

Entries to the UDC Show & Shine opened in July and closed off with the capacity line-up of 465 trucks entered. Fleet entries are capped at six trucks per fleet, and among the fleets entering a full line-up of six trucks are Visy, Pukekohe Carriers, Terrence Howard & Sons, Heavy Metal Haulage, Hanes, Knight & Dickey, Pascoes, Rowes, Carleys, Graeme Wright Transport, Pukekohe Hiab, Vernon Developments, Onroad Transport, Porter Haulage, TDM Construction, N&J Wood, Superfreight, Mainline Distribution and Ace Heavy Haulage.

“While the show is technically full, we get a few people pull out of the Show & Shine each year due to other commitments. I’m running a waiting list, so it’s still worth getting in touch if you want

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The Bombay Truck Show is a commercial trade show running alongside a huge Show & Shine event that has attracted a capacity entry of 465 trucks. Public attendance estimates in 2023 were between 15,000 and 20,000, up from about 8000 at the inaugural 2020 event.

The real success of the show has been its ability to blend the commercial interests of the industry with new truck and trailer plus trade displays into an event that also has a community atmosphere and supports three charitable organisations.

All of the income from the show goes back to the Bombay Rugby Club, Franklin Hospice and the Leukemia Blood Foundation. The 2023 show generated more than $83,000, split between the three organisations – or $27,953.66 each to be precise.

In total the two previous shows, plus the funds donated from the Covid-postponed 2022 event, now total over $151,000.

Preparations for the show extend much further than selling trade sites and registering trucks for the Show & Shine.

The land adjacent to the rugby club has been in crops until recently.

“The grass has now been sown on the huge paddock out the back – thanks to PGG Wrightsons for the seed donation and Sutton Bros for the ground prep. Now we have had some nice rainfall, our grass is coming away nicely,” says show coordinator Marieka Morcombe.

Truck & Driver | 83

Cheque presentations to Franklin Hospice and the Leukaemia Blood Foundation following the 2023 show. to be part of the show,” says Marieka.

There will be some special trucks to view including some of New Zealand’s best known race trucks and a big turnout of classics, including some trucks that have had restorations carried out specifically so they can debut at the show.

Not only are there prizes across 50 categories, totalling in the region of $15,000, but every truck entered receives a special driver pack.

“The driver packs will be handed out on arrival this year and will include our popular beer mugs and classic truck show caps,” says Marieka.

“These are always in hot demand because they can’t be purchased. They are reserved only for those who have registered trucks.

“We have been lucky to have reusable shopping bags donated to

us by Woolworths NZ, and there will also be special truck cleaning products in the bags.”

The number and high quality of prizes attracted highly positive comment at the 2023 show, and organising committee has nudged the bar higher for 2025. In fact one of the big prizes is literally part of a bar.

“A special highlight is the incredible bar leaner being donated as part of the Best Fleet prize. It will be customised for the winners and it’s something quite special,” Marieka says.

“Best Fleet is sponsored by Rock & Rubble, and this epic bar leaner is currently being made by Matt at Steel Art NZ. He’s been a dedicated supporter of the show and was eager to give back and we are very grateful for his support.”

Two other show supporters are sponsoring popular aspects of the show.

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Main: The Best Fleet Award in 2023 was won by Porter Haulage.

Below left: Custom bar leaner is part of the prize package for Best Fleet.

Bottom: Caps and beer mugs are sought after collectables for Show & Shine entrants.

“Heron Construction is sponsoring the bar, and they will have their two race cars parked up next to the bar area for something extra to look at,” says Marieka.

And the live music is being sponsored by B’laster, a new range of lubricants and penetrants recently launched in the New Zealand market.

There are some indoor activities as well with the Waikato RC Truckers setting up inside the rugby club hall.

A food vendor area will offer a full range of choices so show goers can stay fuelled up during the long walk around the displays and the Show and Shine line-up while an expanded Kidzone provides entertainment for the junior truckers with a bouncy castle.

“Brandright Pukekohe will be onsite again selling our merchandise. This time they’re situated near the bar for easier finding,” Marieka says “Go and see the friendly ladies at their stall to kit yourselves out in Bombay Truck Show merch.

For updates as the show gets closer, follow the TransFleet Trailers / Allied Petroleum Bombay Truck Show Facebook page.

86 | Truck & Driver

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FEATURE

You can always hear Peter Turner coming in his 1980 White Road Boss.

Story and photo: David Kinch

Shining in the Canterbury sun Shining in the Canterbury sun ONCE IN A WHILE AN EVENT COMES ALONG THAT JUST FEELS right. The Dave Carr Memorial Truck Run in Canterbury is one of those events.

For those that don’t know, Dave Carr was involved with the transport industry in one way or another for much of his life – either in a working capacity or being an enthusiast.

Prior to Dave sadly passing away unexpectedly in November 2015, he had been busy following and photographing the Magpie’s

Truck Run. It’s that event which was renamed in honour of Dave the following year, and has continued to grow in popularity ever since.

The first weekend in November is now marked on the calendar by many people, not just in Canterbury, but throughout New Zealand and even Australia.

Only the organisers know where the run is heading each year, with participants finding out as they arrive and are given the run sheet for the day.

Below left: The crowd makes its way through the trucks gathered at the Brand Logging yard for a tour and barbeque.

Below right: Shane Pearson’s Regan Carriers 1987 Kenworth K100E lined up with a cool 1982 W-Model.

Truck & Driver | 91

This immaculate 1983 S-Line International painted in Mount Cook.

Line livery is owned by L.A & S.C Harrington.

Once the trucks had gathered and a briefing was given to the drivers by organisers Cam Lill and Dave Skoda Ching, the engines were started, and a fantastic convoy of current and classic trucks made its way to the A&P Showgrounds in Oxford, via the picturesque Waimakariri Gorge.

After a famous Sheffield Pie and a few yarns were had on a stunning North Canterbury day, the 90 trucks then headed through Glentui and Loburn until they reached the Brand Logging yard in Ashley.

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Brand Logging put on a great tour of their yard and museum for all of the visitors which was enjoyed by everyone. An afternoon barbeque was the perfect way to finish the day before the trucks headed for home.

This year’s Dave Carr Memorial Truck Run raised $3,020 for The Tramway Historical Society at Ferrymead, which was an organisation close to Dave.

Gerard Daldry’s new T-Series Scania had everybody talking.

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Gary Johnstone - Brenics Limited

ENOWNED FOR HIS STANDOUT CHOICE IN FOOTWEAR, PLUS his ability to ask ‘posing’ questions, Gary Johnstone (of Brenics food transport and logistics fame) is a South Island transport stalwart who is known to many. He’s a self-proclaimed optimist and, together with his wife Barbara, has created a true, family-run business – and for that reason, he’s a Southpac legend.

Gary was born in Dannevirke but did his schooling in the Tauranga/ Te Puke area, shifting around because his dad was (at that stage), a sharemilker or farmer. He says he “always had an obsession with trucks,” however, he left school early and went on a farm-cadet scheme. Fortunately, he quickly discovered he didn’t like the farm work, in fact, he hated milking cows.

“So, I left farming and got my HT on the 11th of the 11th, 1980,” says Gary. “The reason I remember that day is because my wife was giving birth to our first child as I was going for my heavy driving test.”

Gary got a job driving a truck in Hamilton, working for a company that was contracted to Freightways. He did a general freight run from Tauranga to Hamilton, and his first truck was a KL Hino. It was an ex-Coca Cola owner/driver truck which had a V shaped deck, which was not that conducive for carting general freight, because everything would roll into the middle.

“I dare say, I was what I would consider today as a numpty,” Gary smiles.

“I don’t know how much stuff I dropped off the deck of the truck driving down the road. One time, a drum fell off the back of a truck going up the Kaimais. Luckily, behind me was a Hamilton crane, so we were able to stop, pick the drum up, put it back on the truck, and I carried on to Tauranga. I had it delivered and signed POD and everyone was happy.”

Around 1981, the family moved to Tauranga and Gary started with Dawe & Sons in Te Puke.

“The owner Robin Dawe has had a really big influence in my career,”

94 | Truck & Driver

says Gary. “And even some of the stuff we do in our business today, I learned from Robin.”

In 1984 Gary and Barbara’s second child came along, Brendon, with Gary saying, ‘he was born to be a truck driver’, and that’s all he ever wanted to do. It was in 1986 that things really changed, with Gary clearly recalling a conversation held down the back of Dawe’s yard, oddly at the stock effluent truck-cleaning area.

Gary says: “I was washing my truck and Robin asked, ‘did I want to be my own driver?’ And that’s where it started. And to say we’ve never looked back isn’t true, man we’ve had our tough times, and we’ve had our ups and our downs, but it started from there.”

“The first truck was a brand-new Mitsubishi 315. I got it brand new when I was a company driver, then took it over as owner driver three years later. I called it Hush Puppy because it made a hell of a noise.

Gary says their first finance rate was 16% and it went up as high as 24%, ‘but it never got to 28 like some of them’. That said, they were tough times with Barbara having to work full time to make ends meet.

“Late 1986 we headed down a different track to the other Dawe’s owner drivers. The others went for higher horsepower tractor units, but we headed down the track of purchasing our own set of trailers, which was a Domett Fruehauf flat deck B train 4-axle,” says Gary.

“You always remember the first equipment you buy, the rego of that truck was LA3026, the trailers were 54 and 55 QPT.” Then in 1987, Robin Dawe bought a Ford Louisville from Australia, and they asked if Gary was interested in buying it? (Robin would trade him out of his Mitsi). Of course, Gary jumped at it.

“It’s common knowledge in the industry that the reason that truck was called Lou-evil is because of Brendon, my son,” Gary smiles.

“When he was a young fella, he couldn’t say Louisville and he always called it a Ford Lou-evil.”

While on the matter of family, Gary believes that there’s not enough credit given to the partners. He stresses that his wife Barbara used

to have a full-time job, she ran the family, she bought up two kids, essentially on her own – because he was never home.

“They’re the ones that do the hard work,” Gary says. “We’re the ones that get all the glory because Brenics is Gary Johnstone etc, but the wives are the ones that really do the hard work in keeping the whole thing together. And I don’t actually think that’s recognised enough in our industry to be honest.”

He continues. “We celebrate women in the industry and there are some really great women in our industry, but most don’t do it to be recognised, they do it because it’s part of what they do. And as for my wife, she doesn’t even like trucks.”

Joking aside, Gary and Barbara get on extremely well. Gary says that he’s a person that sees the world through rose-tinted glasses, so everything’s going to be okay, whereas Barbara’s more conservative.

“So, if it was up to her, we would never have bought our first truck, but if it was up to me, we’d have been broke three or four times.

Because, in the early days, what appeared to be an opportunity was really just a pie in the sky idea,” Gary laughs.

That Lou-evil truck served them well and they were making money, and then they had the opportunity to buy another truck.

“I fell into the trap of ‘I can make twice the money with two trucks’,” Gary says.

“From an owner-driver’s point of view, this is totally incorrect. But you learn these things as you go along.”

Regardless, they bought a second hand 1982 Mack off of Robin, which I ended up driving myself.

“To be honest with you, I think that put us on the map and started our journey to where we are today,” says Gary.

“Because we run Auckland-Dunedin, and then back loaded out of Invercargill, back to Auckland. And then the next week, we would load Auckland into Invercargill. So, Alister Reeves, the other owner-driver, and I did alternate weeks into Dunedin.”

They then moved to the South Island carting bananas, however, and due to some changes and some hard times, they sold their best truck, kept the Mack and just travelled the country by themselves for a while.

As things again improved, they bought their second brand-new truck, a Volvo, (the last of the F12’s), and started carting bananas internally in the South Island.

“Two people have had a real influence in my business life,” says Gary. “And that is Robin Dawe and a guy by the name of Mark Thompson. I think Mark is now the CEO of Nelson Airport.”

Gary says that Mark took him out of a truck into the office.

“Mark taught me three things about management, which I’ve never forgotten. Never yell at your staff, which has taken me 30 years to put into practice. Never try to be liked by your staff but always try to be respected. If they like you, that’s a bonus.

“And the third thing was, always walk through the store before you go to your office. And I’ve never forgotten that.”

Next, they met Tom Tracy, another man Gary has an enormous amount of respect for. He was then the CEO of MG Marketing and together they created what is now Brenics.

“When we first started, we called our company, MG Transport Marketing Division, because we wanted to try and show the world that MG Marketing had a transport business or transport arm, same as Turners. So, we started that in 1995, but we had to incorporate a company, and that’s when Brenics was first Incorporated.”

Truck & Driver | 95

Gary says that they had a competition with their seven staff, to come up with a name. Gary wanted ‘Produce Roadways’ as the company name, but they had suggestions such as Turnip Transport and Carrot Carriers.

“But my wife wanted Brenics which is an acronym for our three children – Brendon, Nicola and Scott,” says Gary.

Brenics grew to a point where it was a 45-truck operation, with Gary saying that in fairness it was probably grown more from ego (and a little bit of naivety), because he was young and enthusiastic and wanted to have a nationwide produce carrying business. They had the opportunity to sell the business in around 2011, which they did, and 18 months later, they were approached to purchase some of the business back. Which they did.

“Barbara and I did a deal, and we took over that business on the first June 2013. We had some people that rallied around to help us set this thing up again. A fortnight later, Barbara and I were flying out to the `States for, I think it was six weeks, so we left them to it, and credit to all those people in the early days, it was still there when we got back,” he jokes.

Brenics is now a 24-truck operation and ‘trucks along very well’. It carts in excess of a million crates (around 1.4 million) a year out of the Nelson region and around the South Island.

Gary says their association with Southpac Trucks started a while ago, with a salesman that initially sold Western stars but then left and went to Southpac.

“So, we bought our first K104 in 2003 and that was a Cat-powered 6-wheeler tractor. And the reason we’ve continued with that brand is because it suits what we do. That road in and out of Nelson is not for the faint-hearted, and it’s quite tough on equipment.”

He says that the other thing that they like about Southpac equipment is that Brenics like to turn their gear over in seven-year cycles. And with Kenworth in particular, ‘they’re a little bit dearer up front’, but they can make a decision in seven-years’ time on whether they want it to do another turn. So, spend a bit of money on it, refurbish it, and keep it for another 5-7 years.

He says: “In my view, there’s no other brand of vehicle on the market

96 | Truck & Driver

you can actually do that with. Plus, it attracts a good quality driver as well. So, it’s fit for purpose for us.”

Then there’s Gary’s preferred footwear – Crocs. He says he came across Crocs when they were in Vietnam.

“There was a bright blue pair of Crocs, which I’d never seen before.

And because I like to be a little bit different, I put them on my feet, and we’ve formed a bond with the footwear ever since.”

Now the rest of his family wears them, well almost. He bought Barbara a pair of Barbie Crocs, but she will only wear them at home.

“She is a very lucky girl; she has got her name on hers. And I now see quite a few of my staff are wearing crocs when they drive. So, some of my influence is rubbing off, my good taste in footwear. But my son Brendon always says that the holes in my Crocs are for my dignity to leak out. He refuses to wear them.”

The big thing that Gary really enjoys about his story, is that it’s a family business, where their three kids work.

“Scott, who is our youngest, runs it. He’s our GM. He runs it on a daily basis. My daughter Nicola, she looks after HR and admin. And Brendon, my oldest son, looks after everything in operations.”

“To start a business that your children are extremely passionate about as well and are taking over is really somewhat humbling and really exciting.

“My role now is to be there for advice and support where needed.

And when the kids think I am being a pain in the ass, they send me off in my truck for a drive.”

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FEATURE

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The 2024-25 NAPA Auto Parts NZ Truck Racing Championship gets started with the opening race at Manfeild. Photo Geoff Ridder.

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SOUTH CANTERBURY’S BRENT COLLINS WILL BE HEADING TO his home circuit at Levels Raceway in January enjoying the slimmest of leading margins in the NAPA Auto Parts New Zealand Super Truck Championship.

Manfeild Circuit Chris Amon hosted the Central House Movers series opener over the October 19-20 weekend where Collins was one of three different race winners in a competitive start to the season.

His series lead is just a single point over Hutt Valley racer Shane Gray while defending champion Alex Little is seven points further back in his quest to win a fourth title.

Collins bagged his first haul of championship points on Saturday by top qualifying in the Boss Racing Freightliner Century. His 1m 26.248s lap edged out Gray’s Kenworth by 0.301s while Little (Freightliner) and Dave West (Freightliner) lined up on the second row.

The front row duo was closely matched in Saturday’s race with Gray chasing Collins until the fifth lap when he made a fast exit from the Higgins right-hander onto the back straight, drew alongside and completed an inside pass at the final corner.

Gray took the win by just 0.363s over Collins with Little close behind while West and Connor Etting (Volvo) were close together in a battle for fourth spot some distance clear of Marc King’s International.

The seventh truck to face the starter on Saturday was the returning six-time national champ Troy Wheeler. He’d shown good pace in Friday testing but head gasket issues in qualifying saw him complete only one lap and he retired from Race 1 after three laps.

And sidelined after some test laps on Friday was Troy Etting’s Kenworth which had transmission problems.

It was Collins who made a fast charge to the front and was leading by lap two of the Sunday morning reverse grid race. He secured the win ahead of Little by just 0.118s while Gray took third.

Wheeler’s team had repaired the yellow Freightliner, and the former champ was back on the pace to take fourth place and dip into the mid-1m 26s lap times. West, Connor Etting and King were next.

In the split-reverse grid third race Wheeler made the most of his mid-pack starting spot to pass race leader West on the sixth lap.

Gray and Little also passed West in the closing laps.

Brent Collins leads the championship by a single point after the opening round. Photo Geoff Ridder.

Truck & Driver | 99

Above: Shane Gray leads the Boss Truck Racing team-mates through the Manfeild Esses.

Below: Dave West holds fourth place in the series in his Freightliner. Photos Geoff Ridder Collins’ chance for a larger points haul was lost with a turbo issue and he was lapping a couple of seconds off his earlier pace and finished in fifth spot.

“It was a great start to the championship and the boys have done a lot of work on the boost control and also the speed control,” says Collins.

“We had a few over-speeding issues last year which cost us, especially when we were running alongside another truck. Now with a speed sensor, GPS and an engine governor we are right on 100mph,” says Collins.

“We probably could have scored a few more points in the last race if we hadn’t had the turbo issue. Without the primary turbo

100 | Truck & Driver

to feed the main turbo it lacked a bit of low down grunt out of the corners, then the big turbo would kick in.”

Shane Gray started almost a full lap back in the Flying Farewell and came through to win while all of the other trucks had alternate drivers behind the wheel.

Eli Lincoln made a solid debut to drive Connor Etting’s Volvo into second place ahead of Ricky West and Tim Wheeler.

Round two of the Super Truck series is at Timaru’s Levels Raceway for the Thunder Down Under meeting on January 24-26.

The trucks then race at Teretonga (Invercargill) on March 14-16 and Ruapuna (Christchurch) March 21-23 and return to Manfeild for the final round on April 4-6.

Former champ Troy Wheeler (pictured below) has returned to the series and posted a Sunday victory in his Freightliner. Photos Geoff Ridder.

NAPA Auto Parts NZ Super Truck Championship (standings after Round 1) 1 Brent Collins (Freightliner), 55pts 2 Shane Gray (Kenworth), 54pts 3 Alex Little (Freightliner), 47pts 4 Dave West (Freightliner) 40pts 5 Connor Etting (Volvo), 35pts 6 Troy Wheeler (Freightliner) 34pts 7 Marc King (International) 31pts 8 Troy Etting (Kenworth), 1pt Flying Farewell Series 1 Shane Gray (Kenworth), 32pts 2 Ricky West (Freightliner), 24pts 3 Eli Lincoln (Volvo), 22pts 4 Ash Hey (International), 20pts 5 Rachael Little (Freightliner), 16pts 6 Peter Bartlett (Freightliner), 10pts 7 Tim Wheeler (Freightliner), 10pts

Truck & Driver | 101

TRUCK SHOP

Felix Niemann

Scania expands in Hawke’s Bay S CANIA NEW ZEALAND’S NEW SERVICE CENTRE IN HASTINGS is now supporting a growing customer base in the lower North Island.

The new branch located at 1194 Maraekakaho Road in Longlands, Hastings opened in late-October, ahead of an official ceremony planned for early December.

The state-of-the-art facility has a six-bay drive-through capacity with the ability to accommodate 11 technicians, replacing the previous two-bay workshop that opened in 2022.

Scania Hastings branch manager Felix Niemann says this new facility offers a one-stop shop.

“Importantly it also means we are no longer reliant on third-party service providers, enabling us to control the quality of service using our factory-trained technicians with full factory tooling and diagnostic equipment,” Niemann says.

“The new workshop includes a Certificate of Fitness (COF) compliant lane, full brake-roller (breaking balance) and shaker-plate (steering &suspension quality) capabilities, along with a certified Dangerous Goods pit suitable for fuel tanker work, as well full air-

102 | Truck & Driver

conditioning servicing and re-gassing.”

The new site services the area from Wairoa in the north to halfway down the Napier- Taupo Road to the west, and Niemann says their demand for servicing and repairing trucks in the region has increased dramatically as Scania fleet sizes have increased.

“If our head count is anything to go by it’s been exponential. I was the sole Scania representative and mechanic for the region when we launched here in 2021. Now four years later I’m heading a fantastic 15-strong team,” he says.

Scania New Zealand managing director, Victor Carvalho, says this new facility represents a significant investment in customer service.

“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 eastern and lower half of the North Island, 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,” says Carvalho.

TRUCK SHOP

The B’laster PB Penetrant is the top-selling penetrant in the USA since the 1950s.

Work it like a pro A

NEW EXHIBITOR AT THE BOMBAY Truck Show early next year is putting the spotlight on its range of penetrants, lubricants, rust prevention, and other specialised products for automotive and industrial applications.

The B’laster brand is a newcomer to the New Zealand and Australia markets, but has a history in the United States which dates back to its launch in 1957. The B’laster PB Penetrant is the #1 selling penetrant in the USA since the 1950s.

Auckland-based H.O. Wiles Ltd, who have made and provided the legendary Bar’s Bugs and Bar’s Leaks products since the 1950s, have partnered with B’laster to produce their top selling and top performing products in Australia and New Zealand.

B’laster products are being produced under licence in New Zealand, for the Australia and New Zealand markets with a major marketing push set for 2025.

The brand already has a local association with Hayden Paddon’s Paddon Rally Sport team, which has recently used the products and says: “So the guys have used a couple of the products. They have told me the penetrating fluid is really good and better

than anything else they have used. They also love the adjustable spray nozzles which is something unique.”

The B’laster tag line is `Work it like a Pro’ and the product range encompasses products for everyday use through to high performance and specialised industrial applications.

B’laster provides a range of specialist and multi-purpose products, and the brand is always innovating to extend the application of products for automotive and industrial use case.

Along with its PB Penetrant penetrating catalyst, the B’laster range includes MultiMax multi-purpose synthetic lubricant along with a surface shield rust protection product, White Lithium grease and a Chain & Cable lubricant.

There will be a strong B’laster presence at the Bombay Truck Show. Product samples will be included in the driver’s bags for UDC Show & Shine entries, and B’laster is also the sponsor of the stage area where bands will perform during and after the show.

The B’laster range was introduced to New Zealand in April this year and is set to announce two major retail partnerships for 2025.

Truck & Driver | 103

The new Chris Angus Transport (CAT Ltd) Kenworth T610 for Matatoki-based Chris and Jodi Angus has gone to work with log gear and a new 5-axle trailer from Mills-Tui. The 8x4 Day Cab has a 600.615hp Euro 5 Cummins X15 developing 2050 lb-ft of torque with an Eaton Fuller RTLO22918B manual transmission and Easy Pedal Advantage3 clutch. Disc brakes, MT21165GP rear axles with dual diff locks and interaxle diff lock, Airglide 460 rear air suspension, and Michelin tyres on Alcoa Dura-bright rims are fitted. The stainless drop visor, kick panels under the doors and bug deflector are NZ fitment. Sold by Tim Finlay.

October market remains quiet OCTOBER NEW TRUCK REGISTRATIONS CONTINUE TO REFLECT THE current economic climate with NZ Transport Agency data confirming the market is still trending below 2023 volumes.

There were 525 registrations of new trucks with a GVM above 4.5 tonnes, compared to 561 in October last year. The year-to-date (YTD) total for the first 10 months now stands at 4,719 units while 2023 YTD saw 5,209 units registered in the same period.

The trailer market YTD total stands at 1,232 registrations – behind last year’s October YTD of 1,320 – and still a long way behind the alltime best of 1458 achieved in the same period of 2018.

In the overall truck market (4.5t-maximum GVM), the October data sees Isuzu (899 YTD/79 October) extending its YTD lead ahead of second-placed Fuso (742/31).

Scania (556/62) holds third ahead of Hino (504/66) and Volvo (335/21) remains in fifth. Mercedes-Benz (332/112) was the October market leader with a huge registration tally of 107 units in the 4.5-7.5 tonne segment.

Iveco (257/70) moves ahead of PACCAR sister brands DAF (235/17) and Kenworth (235/18) who are now tied in eighth with 235 registrations each YTD. UD (173/12) and Foton (123/9) both hold their positions to round out the top-10.

In the 3.5-4.5t GVM crossover segment, Fiat (287/48) continues to extend its lead ahead of LDV (203/17), Ford (148/14) and MercedesBenz (119/19).

Registrations in the 4.5-7.5t category saw Isuzu (306/26) increase its lead on Fuso (255/10) but it was Mercedes-Benz who were the standout for the month with 107 registrations.

In the 7.5-15t class, Isuzu (365/30) is extending its lead over Fuso

(250/7) and Hino (154/25). Isuzu’s share in this segment currently sits at 40.6% while Foton (51/4) and Iveco (37/7) complete the top10.

In the 15-20.5t GVM category, Hino (73/6) continues to lead while Fuso (55/4) moves one registration ahead of Isuzu (54/3) in second and third respectively. UD (30/2) retains fourth ahead of Iveco (13/0) and Scania (13/3) now tied in fifth.

In the tiny 20.5-23t GVM division there were only four registrations for the month. Scania (11/2) retains the top spot ahead of Fuso (5/0) with Isuzu (3/0) and Hino (3/2) tied in third.

In the premium 23t-maximum GVM category, Scania (531/56) is pushing further clear with its dominant lead, registering 56 for the month to take its YTD total to 531.

Scania continues to grow its market share from 8.2% in 2019 to 15.1% in 2020, 20.2% in 2021, 18.7% in 2022, 20.9% in 2023 and now at 23.6% YTD in 2024.

Volvo (333/21) remains in second ahead of Kenworth (235/18) followed by DAF (233/17), Fuso (177/10), and Isuzu (171/20). Hino (160/20), UD (136/9), Mercedes-Benz (82/4) and Iveco (52/6) round out the top-10 brands and remain in the same ranking positions.

Trailer market leader Fruehauf remains comfortably ahead in sales, with 180 registrations YTD. Fruehauf’s 20 regos during October were the highest for the month and builds a clear lead of 62 registrations ahead of its nearest rival.

Domett (118/8) retains second ahead of Roadmaster (99/6) with Transport Trailers (81/6) and TMC (81/9) now tied in fourth. Patchell (74/4), MTE (56/3), Transfleet (44/7), Fairfax (41/3), and CWS (37/6) complete the top-10 trailer brands YTD. Truck & Driver | 105

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

Vol 899 742 556 504 335 332 257 235 235 173 123 75 52 43 36 26 20 18 12 10 7 6 6 5 1 11 4719

2024

% 19.1 15.7 11.8 10.7 7.1 7.0 5.4 5.0 5.0 3.7 2.6 1.6 1.1 0.9 0.8 0.6 0.4 0.4 0.3 0.2 0.1 0.1 0.1 0.1 0.0 0.2 100

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

Vol 287 203 148 119 73 66 30 12 3 1 1 1 944

2024

% 30.4 21.5 15.7 12.6 7.7 7.0 3.2 1.3 0.3 0.1 0.1 0.1 100

4501-7500kg GVM Brand ISUZU FUSO MERCEDES-BENZ IVECO HINO FOTON HYUNDAI VOLKSWAGEN FIAT RAM JAC Total 106 | Truck & Driver

Vol 306 255 235 154 114 72 55 52 18 9 6 1276

2024

% 24.0 20.0 18.4 12.1 8.9 5.6 4.3 4.1 1.4 0.7 0.5 100.0

October Vol % 15.0 79 31 5.9 62 11.8 66 12.6 21 4.0 112 21.3 70 13.3 3.2 17 18 3.4 12 2.3 9 1.7 9 1.7 1.7 9 1 0.2 1 0.2 0 0.0 1 0.2 1 0.2 1 0.2 4 0.8 0 0.0 0 0.0 0.2 1 0 0.0 0 0.0 0.0 0 525 100

October Vol % 48 36.9 17 13.1 14 10.8 19 14.6 23 17.7 4 3.1 2 1.5 2 1.5 0.0 0 0 0.0 1 0.8 0 0.0 130 100

October Vol % 26 11.2 10 4.3 107 46.1 57 24.6 13 5.6 5 2.2 3 1.3 9 3.9 1 0.4 0 0.0 1 0.4 232 100

23,001kg-max GVM

Nippon South Pacific Limited (NSPL) has taken delivery of its second Fuso Fighter FK1425L curtain sider. Fitted with a 12-pallet body by Elite Truck Specialists, the Fighter is delivering snacks and lollies and NSPL’s drivers are finding the Fighter’s high-visibility mirrors and transom window makes navigating in tight spaces a breeze.

Sold by Shannon Pelser.

7501-15,000kg GVM Brand ISUZU FUSO HINO FOTON IVECO HYUNDAI SHACMAN UD TRUCKS MERCEDES-BENZ MAN KAHU SCANIA Total

Vol 365 250 154 51 37 20 8 7 5 1 1 1 900

2024

% 40.6 27.8 17.1 5.7 4.1 2.2 0.9 0.8 0.6 0.1 0.1 0.1 100

October Vol % 30 37.0 7 8.6 25 30.9 4 4.9 7 8.6 6 7.4 0 0.0 1 1.2 0 0.0 0 0.0 0 0.0 1 1.2 81 100

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

Vol 73 55 54 30 13 13 10 9 3 2 2 264

2024

% 27.7 20.8 20.5 11.4 4.9 4.9 3.8 3.4 1.1 0.8 0.8 100

October Vol % 6 25.0 4 16.7 3 12.5 2 8.3 0 0.0 3 12.5 16.7 4 1 4.2 1 4.2 0 0.0 0 0.0 24 100

20,501-23,000kg GVM Brand SCANIA FUSO ISUZU HINO SINOTRUK IVECO MERCEDES-BENZ Total

Vol 11 5 3 3 2 1 1 26

2024

% 42.3 19.2 11.5 11.5 7.7 3.8 3.8 100

October Vol % 50.0 2 0 0.0 0 0.0 2 50.0 0 0.0 0 0.0 0 0.0 4 100

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

Vol 531 333 235 233 177 171 160 136 82 52 39 34 26 20 7 6 5 4 2 2253

2024

% 23.6 14.8 10.4 10.3 7.9 7.6 7.1 6.0 3.6 2.3 1.7 1.5 1.2 0.9 0.3 0.3 0.2 0.2 0.1 100

Trailers Brand Vol 180 FRUEHAUF DOMETT 118 ROADMASTER 99 TRANSPORT TRAILERS 81 81 TMC PATCHELL 74 M.T.E. 56 TRANSFLEET 44 FAIRFAX 41 CWS 37 TES 31 JACKSON 30 LOWES 29 FREIGHTER 27 HAMMAR 20 MILLS-TUI 18 TANKER 18 EVANS 13 KRAFT 13 LUSK 11 MTC EQUIPMENT 11 TRT 11 STEELBRO 10 PTE 9 9 SEC MAKARANUI 8 WARREN 7 MD ENGINEERING 7 COWAN 7 LOHR 5 FELDBINDER 5 WHITE 5 KOROMIKO 5 4 SDC TEO 3 OTHER 105 Total 1232

2024

% 14.6 9.6 8.0 6.6 6.6 6.0 4.5 3.6 3.3 3.0 2.5 2.4 2.4 2.2 1.6 1.5 1.5 1.1 1.1 0.9 0.9 0.9 0.8 0.7 0.7 0.6 0.6 0.6 0.6 0.4 0.4 0.4 0.4 0.3 0.2 8.5 100

October Vol % 56 30.4 21 11.4 18 9.8 17 9.2 5.4 10 20 10.9 20 10.9 9 4.9 4 2.2 3.3 6 0 0.0 1 0.5 0 0.0 1 0.5 0 0.0 0 0.0 0 0.0 0.5 1 0 0.0 184 100

October Vol % 20 18.3 8 7.3 6 5.5 6 5.5 9 8.3 4 3.7 3 2.8 7 6.4 3 2.8 6 5.5 3 2.8 2 1.8 4 3.7 0 0.0 0 0.0 1 0.9 2 1.8 0 0.0 2 1.8 0 0.0 2 1.8 2 1.8 1 0.9 1 0.9 2 1.8 1 0.9 1 0.9 1 0.9 2 1.8 0 0.0 0 0.0 0 0.0 1 0.9 0 0.0 0 0.0 9 8.3 109 100

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Foodstuffs North Island contractors John and Janet Baillie from Auckland have replaced their existing FH Volvo with this new FM 500 tractor unit. Along with all the usual Volvo specs, the FM is fitted with the Volvo Advanced Safety package including the popular passenger side view camera which has been a great safety feature according to drivers John Baillie and Sukhwinder Singh. The FM and its Fairfax 15.1m refrigerated semi-trailer can be seen delivering chilled/frozen and fresh produce from the FSNI temperature controlled distribution centre in South Auckland to supermarkets in the Waikato and Rotorua areas. The tractor unit was set up by MTD Trucks in Palmerston North, painted by Total Truck Spray, and was sold by Carl Capstick.

TD34869

Trucks 46 and 47 in the Vowles Transport fleet are new Kenworth K220 6x4s with 2.8m Aerodyne cabs, 600.615hp Cummins X15 power and Eaton RTLO20919b manual 18-speed Roadranger transmissions. Other features include disc brakes, Meritor 46-160 rear axles, Airglide 460 rear suspension, Dura-bright alloys, JOST fixed fifth wheel and dual fuel tanks (710L capacity). The cabs are equipped with King Single beds, twin fridges, Smart TV, wireless phone charger and upper rear storage unit on back wall. Fleet Image painted the fuel tanks, stripes with signwriting by Caulfield Signs and stainless work completed by Marsh Engineering in Tauriko. James Lyttle-Williams, from Christchurch, is driving VTL46 which has Red Garnett burgundy interior and VTL47 is driven by Quentin Smith from Morrinsville. Quentin’s truck has Natural Sand coloured interior. Both Quentin and James haul general freight between the North and South Island.

Truck & Driver | 109

Megatron is the name given to a new Mercedes-Benz Arocs5 3263L 8x4 logger recently delivered to George Kruger of C4 Carriers Limited. The truck is working in the Bay of Plenty and Waikato regions with its 460kW (625hp) engine and 3000Nm of torque being ideal for the toughest forestry conditions.

Megatron rides on steel spring front suspension with airbags at the rear. Patchell logging gear and a new Patchell 5-axle trailer complete the unit. The impressive graphics are by Wrapped Auto Signs in Tauriko. Sold by Herman Steyn at Keith Andrews Trucks in Hamilton.

Brian and Lou Mansfield from Wairakei Haulage have a new Scania R 620 B8x4HZ for rural cartage work around the Central Plateau. A DC16 V8 with 620hp output is teamed with an Opticruise GRSO905R 12-speed AMT with 4100D retarder and RB735 hub reduction rear end. Straight axle front suspension, disc brakes with ABS/EBS plus ACC and AEB systems are fitted along with CTI, fridge, Durabright alloys, toolboxes and custom lights by Buckton Auto Electrical. Kraft Engineering built the new dropsider deck and the R 620 tows an existing 5-axle dropsider trailer. Signs

by Caulfield Signs and sold by Callan Short.

110 | Truck & Driver

The first new DAF for Big Chill Distribution is a 530hp CF FTT Space Cab 6x4 tractor based in Auckland working with a 4-axle refrigerated semi. The Paccar MX13 drives to a ZF TraXon 16TX2640 16-speed automated transmission, SR1360T rear axles with dual diff locks, and air suspension with electronic hand control adjustment.

The safety and driver assist system includes lane keep assist, adaptive cruise control and collision mitigation with autonomous emergency braking. Extras include a painted sun visor, chassis mounted toolbox and alloy wheels.

Wilkinson Engineering completed the tractor unit setup and Raymond Artist took care of the signwriting.

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Rob Barber’s Total Barrier Solutions operation based in Levin has a new Isuzu NQR500 Crew Cab. Rob is contracted by NZTA to install and repair wire rope barriers around the country. The 5.2-litre engine is paired with the optional 6-speed automatic transmission. The smart body build by O’Leary Engineering at Longburn includes a cab width toolbox, Palfinger PC2700 and tipping deck. Truck is set up to provide an on-site mobile workshop with 240-volt aux power, flood lights, and a 450-litre auxiliary fuel tank with 15m hose reel. Sold by the sales team at Robertson Isuzu.

Taupo’s Tom and Janine Charlton (T & J Charlton Transport) have just put this new Kenworth T659 logger on the road. The 8x4 day cab is named Ruamata Express and has a Euro V Cummins X15 in 600.615hp spec with an Eaton Fuller RTLO22918B 18-speed manual transmission and Meritor RT21-165GP axles featuring a power divider and dual axle locks, 4.30:1 ratio, and Airglide 460 suspension. SPT Rotorua and Malcolm Cab Solutions worked together to complete the stainless work including personalised dual side cab mounted shields, twin cowl-mounted PACCAR 15-inch stainless air cleaners with 6-inch chrome raised air intake pipes and 16-inch stainless air cleaner caps. The interior features crimson diamond pleated vinyl interior panels with black hard trim, full gold bezel VDO gauge cluster, gloss woodgrain style dash panels and Cummins driver display mounted in the overhead console. Extras include SI Lodec scales, CTI and Alemlube auto greasing system.

Body and trailer fit out by Patchell Industries Rotorua, cab signage

by Quality Signs (Taupo) and sold by Tim Finlay.

112 | Truck & Driver

A new Kenworth T909 heavy haul unit for Napier-based Austin Clements 1998 Ltd is being driven by Miles Jensen, towing a 3-rowsof-8 low loader for machinery moves around Hawke’s Bay and the lower North Island. Equipped with a 760mm mid-roof sleeper, the T909 has a 109t GCM rating and is powered by a 600hp Cummins X15 with an Eaton RTLO22918B 18-speed manual, Meritor MT21-165GP rear end with 4.56:1 ratio, Airglide 460 steel pedestal suspension, Super Chrome alloy wheels and a 5550mm wheelbase.

The cab features charcoal trim, air seats both sides, black gauge bezels, touchscreen radio/GPS/camera/MP3 radio and speakers, plus sliding draw fridge. Marker lights, stainless guards, tank wraps, painted chassis covers, bumper, drop visor, 8-inch straight stacks, under cab blue lighting, rectangle headlights, grill mesh and bars, gear lever extension and custom surround, Internal cab lighting, were done by KLOS Custom Trucks in Melbourne done before shipping to NZ. The 90mm fixed compensating fifth wheel and trailer hydraulics with remote control are by Ideal Services Ltd in Auckland.

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The fleet of MANs working for Waiotahi Transport continues to grow with this new TGX 26.510 tractor set to haul a B-train tanker combination between Mt Maunganui and the Waikato.

The 6x4 Sleeper has a 510hp D26 engine, Tipmatic 12.28 OD transmission with 3.08:1 rear axle ratio, leaf spring front suspension and airbag rear suspension.

Disc brakes with ABS/EBS are fitted along with Alcoa alloys and extras include a Top Kelsa Bar, four Narva Ultima 215 spot lights and LEDs on the mirrors and visor. Signage by Marty’s Signs (Mt Maunganui) and sold

by Michael Rolley from Penske Tauranga.

A new Kenworth T610 SAR called Out Of Exile for Robert Monk Transport is based at the Mount Maunganui branch and is being driven by Brendon Monk. A Euro 5 Cummins X15 powers the 6x4 tipper unit with an Eaton Fuller 20918B manual transmission, Meritor MFS75 front axle and Meritor MT21-165GP rear axles, disc brakes and Hendrickson Primaax rear suspension. Locally fitted items include stainless bonnet and bumper trim with marker lights, bullet lights to the roof, painted stainless drop visor and tanks, stainless air intake panels with LED lighting, and stainless headlight defenders.

Transfleet built the bulk tipper bin and 5-axle alloy trailer. Sold by Tim Finlay.

114 | Truck & Driver

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CLASSIFIED

TRUCK & DRIVER

TRANSPORT, DIESEL & MARINE

THE RIGHT PARTS . . . THE RIGHT PRICES . . . RIGHT HERE! THE RIGHT PARTS…THE RIGHT PRICES…RIGHT HERE!

VALUELINE NON6109 EASY PEDAL 15” X 2” AND 8209 6109 6109 AND 8209 10SPL CERAMIC EASY PEDAL 15”AND X 2” 8209 10SPL 1650 FT LBS SUIT HUBO’S REMAN TRANSMISSIONS REMAN TRANSMISSIONS CERAMIC VCT 1850 FT LBS HUBO’S REMAN TRANSMISSIONS JAPANESE WITH CLUTCH BOOSTER PARTS AVAILABLE $1850+GST AND PARTS AVAILABLE FIVE YEAR/500,000KM WARRANTY AND PARTS AVAILABLE AND $1600+GST FIVE YEAR/500,000KM WARRANTY

4707QPLUS 16.5” x 7” BRAKE SHOE KIT

WITH HARDWARE ALL FULLER ROADRANGER ALL FULLER ROADRANGER $99.00+GST TRANSMISSION PARTS Suit - Mack, Freightliner, KW, Isuzu, TRANSMISSION PARTS Western Star, International

RECONDITIONED EXCHANGE OPTIONS withAVAILABLE Meritor drive axle ONDITIONED EXCHANGE OPTIONS AVAILABLE

POA AVAILABLE AND PARTS POA RECONDITIONED EXCHANGE OPTIONS AVAILABLE FACTORY REMAN REAR DRIVE HEAD RRL23-160 4.30 RATIO $4500+GST

TDM DRIVELINE RANGE FULLER ROADRANGER TDM DRIVELINEALL RANGE SELECTION OF YOKES, COMPANION HUBO’S SELECTION OF YOKES, COMPANION TRANSMISSION PARTS FLANGES, UJ’S, STRAP KITS FLANGES, UJ’S, STRAPFIVE KITS YEAR/500,000KM HI & LOW BASE WARRANTY

ALL FULLER ROADRANGER GENUINE GENUINE TRANSMISSION PARTS PARTS PARTS RECONDITIONED EXCHANGE OPTIONS AVAILABLE JAPANESE TORQUEJAPANESE TORQUE ROD ROD BUSH 6109BUSH AND 8209 REMAN TRANSMISSIONS $30.00 EACH + GST HI & LOW BASE $30.00 EACH + GST AND PARTS AVAILABLE

POA RECONDITIONED EXCHANGE OPTIONS AVAILABLE POA

SPRING BRAKE CHAMBERS 2424 / 2430 / 3030 From $65.00 EACH + GST

SPRING BRAKE CHAMBERS GENUINE CLUTCHES 2424 / 2430 / 3030 PARTS HI$65.00 & LOW POA From EACHBASE + GST

JAPANESE TORQUE TDM DRIVELINE RANGE ROD BUSH SELECTION OFGENUINE YOKES, COMPANION HUBO’S FLANGES, UJ’S, STRAP KITS $30.00 EACH + GST PARTS

POA FIVE YEAR/500,000KM WARRANTY

Auto Air Mechanical Auto SPRING&BRAKE Conditioning Service Repairs Electrical JAPANESE TORQUE CHAMBERS Available at our Penrose and Papakura locations ALL FULLER ROADRANGER ROD BUSH GENUINE 2424 / 2430 / 3030 CLUTCHES TRANSMISSION PARTS PARTS $30.00 EACH + GST

RECONDITIONED EXCHANGE OPTIONS AVAILABLE

From $65.00 EACH + GST POA

Can’tJAPANESE find the parts you need? Call us we can help TORQUE ROD BUSHwww.tdm.co.nz TDM DRIVELINE RANGE

Ph: 0800 501 133 $30.00 EACH + GST

HI & LOW BASE

TRANSPORT, DIESEL & MARINE

118 | Truck & Driver

SELECTION OF YOKES, COMPANION FLANGES, UJ’S, STRAP KITS POA

8 Prescott Street, Penrose, Auckland  Email: ray@tdm.co.nz I john@tdm.co.nz SPRING BRAKE CHAMBERS GENUINE 2424 / 2430 / 3030 PARTS From $65.00 EACH + GST

EG34872

HI & LOW BASE

6109 AND 8209 REMAN TRANSMISSIONS HI &PARTS LOWAVAILABLE BASE AND

ALL FULLER 6109 ROADRANGER AND 8209 CLUTCHES PARTS CLUTCHES TRANSMISSION REMAN TRANSMISSIONS

CLASSIFIED

TRUCK & DRIVER

PRE-TENSION SEATBELTS! PRE-TENSION SEATBELTS ARE IN STOCK NOW, GET IN QUICK FOR ALL YOUR ISUZU, VOLVO, MERCEDES AND SCANIA NEEDS NOW!!

A pre-tension seat belt is part of a vehicles Supplemental Restraint System, SRS Pre-tension seatbelts are in many OEM ISRI seats in vehicles such as - ISUZU, MERCEDES, SCANIA and VOLVO. Failure to fit the correct pre-tension seat belt may result in the vehicles SRS not functioning as it was designed.

IN STO

CK

Contact us today for the best price on the market for your specific pre-tension belt needs. + 64 9 630 1856 +64 21 577 542 CALLUM@GEEMAC.CO.NZ WWW.ISRINZ.CO.NZ

6860/875 PRO

6860/875

6860/870 NZ

6860/880

6500/517

OEM SEATS AND CERTIFIED BRACKETS AND HARDWARE TO WORK FOR ALL BRANDS!!

HINO, ISUZU, FREIGHTLINER, MERCEDES, KENWORTH, UD NISSAN, DAF AND MORE...

Truck & Driver | 119

CLASSIFIED

TRUCK & DRIVER

NEED SPRINGS?

WE HAVE SPRINGS

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

0+ ye6ar s in business

Rotorua:

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

Auckland:

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

EG30643

0800 856 700 (09) 8186 287 sales@hoisthydraulics.net

EG28872

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

Hamilton:

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

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

WAIKATO

M

NZ Alphabet of Trucks and Truckers Volume 1 : A-I

This book takes you through all the brands that have been at work in New Zealand from A-I. There will be brands in the book that you might not have ever heard off.

LIMITED EDITION

For just $65-00 plus $10 postage For your copy contact: Postage: Gavin Abbot, 34 Elliott Street, Opotiki 3122 Or email: clamyhen@xtra.co.nz 120 | Truck & Driver

TD34847

The road transport industry has made a major contribution to the development and prosperity of New Zealand. The internal combustion engine (petrol and diesel) from the earliest 1900s took over from horses and steam vehicles. Now, 120 year later, we are seeing a new era emerging with electric and other gas powered vehicles arriving.

WHEEL SEALS WHEEL WHEEL WHEELSEALS SEALS SEALS Four outside diameter seal points to ensure 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 multi-zone labyrinth design provides theUnique best protection andlabyrinth thedesign lowest friction Unique Unique multi-zone multi-zone multi-zone labyrinth labyrinth design design provides provides provides multi-zone design provides theUnique the 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 front face protects from brake heat 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 run-in period, reduces required torque and keeps the seal cool from therequired outset reduces reduces reduces run-in run-in run-in period, period, period, reduces reduces reduces required required torque torque torque run-in period, reduces required torque andreduces and keeps and keeps keeps the the seal the seal cool seal cool from cool from the from the outset the outset outset and the seal cool from theprevents outset Largekeeps crumple zone/safety gap internal damage 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 damage damage damage 2ND HAND internal internal damage Wide inside diameter with three rubber-ribbed points toinside ensure proper sealing capability Rebuilt Wide Wide inside Wide inside diameter diameter diameter with with three with three rubber-ribbed three rubber-ribbed rubber-ribbed Wide diameter with three rubber-ribbed points points toinside ensure to ensure to ensure proper proper proper sealing sealing sealing capability capability capability Rebuilt points points to ensure proper sealing capability

Core Change may apply RTLO14918 RTLO16919 RTLO18918 RTLO20918

Rebuilt RTLO18918AS3 FO-18E318BMXP Rebuilt FO-20E318BMSP Rebuilt Factory New & RebuiltSEAL RANGE MERITOR WHEEL MERITOR MERITOR MERITOR WHEEL WHEEL WHEEL SEAL SEAL SEAL RANGE RANGE RANGE RTLO22918 Rebuilt MERITOR WHEEL SEAL RANGE SKF Part No. INDUSTRY CODE E-BARRIER RTLO18918AS3 Rebuilt CLASSIC SKF SKF SKF Part Part No. Part No.No. INDUSTRY INDUSTRY INDUSTRY CODE CODE CODEE-BARRIER E-BARRIER E-BARRIER Part No. INDUSTRY CODE E-BARRIER

MER0113 MER0113 MER0113 MER0113 MER0113 MER0123 MER0123 MER0123 MER0123 MER0123 MER0136 MER0136 MER0136 MER0136 MER0136 MER0143 MER0143 MER0143 MER0143 MER0143 MER0164 MER0164 MER0164 MER0164 MER0164 MER0173 MER0173 MER0173 MER0173 MER0173

40136 40136 40136 40136 40136 42623 42623 42623 42623 42623 35066 35066 35066 35066 35066 46305 46305 46305 46305 46305 43764 43764 43764 43764 43764 47697 47697 47697 47697 47697

708 708708708 708 701 701701701 701 704 704704704 704 702 702702702 702 705 705705705 705 709 709709709 709

MER0213 MER0213 MER0213 MER0213 MER0213 MER0223 MER0223 MER0223 MER0223 MER0223 MER0236 MER0236 MER0236 MER0236 MER0236 MER0264 MER0264 MER0264 MER0264 MER0264 MER0273 MER0273 MER0273 MER0273 MER0273

40129 40129 40129 40129 40129 42627 42627 42627 42627 42627 35058 35058 35058 35058 35058 43761 43761 43761 43761 43761 47692 47692 47692 47692 47692

808 808808808 808 801 801801801 801 804 804804804 804 805 805805805 805 809 809809809 809

Part No. INDUSTRY CODE E-BARRIER Part Part No. Part No.No. INDUSTRY INDUSTRY INDUSTRY CODE CODE CODEE-BARRIER E-BARRIER E-BARRIER Part No. INDUSTRY CODE E-BARRIER

EASY-FIT & TOUGH DESIGN FOR SUPERIOR EASY-FIT EASY-FIT EASY-FIT && &TOUGH TOUGH DESIGN DESIGN DESIGN FOR FOR FOR SUPERIOR SUPERIOR SUPERIOR PROTECTION & OPTIMUM PERFORMANCE. EASY-FIT &TOUGH TOUGH DESIGN FOR SUPERIOR PROTECTION PROTECTION PROTECTION && &OPTIMUM OPTIMUM PERFORMANCE. PERFORMANCE. PERFORMANCE. PROTECTION &OPTIMUM OPTIMUM PERFORMANCE.

STEMCO NATIONAL 37 VOYAGER STEMCO STEMCO STEMCO NATIONAL NATIONAL 373737 VOYAGER SKF STEMCO CLASSIC CLASSIC CLASSIC NATIONAL VOYAGER VOYAGER NATIONAL 37 CLASSIC VOYAGER 40136 370036A 373-0113 40136 40136 40136 40136 42623 42623 42623 42623 42623 35066 35066 35066 35066 35066 46305 46305 46305 46305 46305 437643 437643 437643 437643 437643 47697 47697 47697 47697 47697 SKF

370036A 370036A 370036A 370036A 370065A 370065A 370065A 370065A 370065A 370048A 370048A 370048A 370048A 370048A 370025A 370025A 370025A 370025A 370025A 370048A 370048A 370048A 370048A 370048A 370003A 370003A 370003A 370003A 370003A NATIONAL

373-0113 373-0113 373-0113 373-0113 373-0123 373-0123 373-0123 373-0123 373-0123 383-0136 383-0136 383-0136 383-0136 383-0136 373-0143 373-0143 373-0143 373-0143 373-0143 383-0164 383-0164 383-0164 383-0164 383-0164 393-0173 393-0173 393-0173 393-0173 393-0173 STEMCO

APPLICATION APPLICATION APPLICATION APPLICATION APPLICATION

TRAILER - STANDARD FORGE, DANA TRAILER TRAILER TRAILER - STANDARD - STANDARD - STANDARD FORGE, FORGE, FORGE, DANA DANA DANA TRAILER - STANDARD FORGE, DANA TRAILER - FRUEHAUF PROPAR TRAILER TRAILER TRAILER - FRUEHAUF - FRUEHAUF - FRUEHAUF PROPAR PROPAR PROPAR TRAILER PROPAR STEER -- FRUEHAUF MERITOR, EATON STEER STEER STEER - MERITOR, - MERITOR, - MERITOR, EATON EATON EATON - MERITOR, EATON TRAILERSTEER - MERITOR GENERAL PURPOSE TRAILER TRAILER TRAILER - MERITOR - MERITOR - MERITOR GENERAL GENERAL GENERAL PURPOSE PURPOSE PURPOSE TRAILER - MERITOR GENERAL STEER - MERITOR FL941 -PURPOSE MFS STEER STEER STEER - MERITOR - MERITOR - MERITOR FL941 FL941 FL941 - MFS - MFS - MFS STEER - MERITOR FL941 - MFS DRIVE - MERITOR, DANA DRIVE DRIVE DRIVE - MERITOR, - MERITOR, - MERITOR, DANA DANA DANA DRIVE - MERITOR, DANA

APPLICATION APPLICATION APPLICATION APPLICATION APPLICATION

Factory New EATON FS-8309A Transmission – ONE ONLY. Needs to be moved, Priced to sell.

PLUS XL SKF SKF SKF SKF PLUS PLUS PLUS XLXLXL PLUS XL 40129 40129 40129 40129 40129 42627 42627 42627 42627 42627 35058 35058 35058 35058 35058 43761 43761 43761 43761 43761 47692 47692 47692 47692 47692

5NATIONAL STAR NATIONAL NATIONAL 5NATIONAL STAR 5 STAR 5 STAR 5 STAR 380036A 380036A 380036A 380036A 380036A 380065A 380065A 380065A 380065A 380065A 380001A 380001A 380001A 380001A 380001A 380048A 380048A 380048A 380048A 380048A 380003A 380003A 380003A 380003A 380003A

DISCOVER STEMCO STEMCO STEMCO STEMCO DISCOVER DISCOVER DISCOVER DISCOVER 373-0213

TRAILER - STANDARD FORGE, DANA 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 TRAILER - FRUEHAUF PROPAR 373-0223 373-0223 373-0223 TRAILER TRAILER TRAILER - FRUEHAUF - FRUEHAUF - FRUEHAUF PROPAR PROPAR PROPAR 373-0223 TRAILER PROPAR 383-0236 STEER -- FRUEHAUF MERITOR, EATON 383-0236 383-0236 383-0236 STEER STEER STEER - MERITOR, - MERITOR, - MERITOR, EATON EATON EATON 383-0236 STEER - MERITOR, EATON 383-0264 STEER - MERITOR FL941 - MFS 383-0264 383-0264 383-0264 STEER STEER STEER - MERITOR - MERITOR - MERITOR FL941 FL941 FL941 - MFS - MFS - MFS 383-0264 STEER - MERITOR FL941 -UNITISED MFS 393-0273 DRIVE - MERITOR, DANA, K-HITCH AXLE 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

DEALS ON ALL AGED PARTS STOCK!! INQUIRE NOW...

Contact Transport Repairs for more details and to order: Contact Contact Contact Transport Transport Transport Repairs Repairs Repairs forfor more more more details details details and and and toto toorder: order: Contact Transport Repairs forfor more details and toorder: order:

TRUCK AND TRAILER PARTS FOR ALL MAKES AND MODELS TRUCK TRUCK TRUCK AND AND AND TRAILER TRAILER TRAILER PARTS PARTS PARTS FOR FOR FOR ALL ALL ALL MAKES MAKES MAKES AND AND AND MODELS MODELS TRUCK AND TRAILER PARTS FOR ALL MAKES AND MODELS MODELS

TD34616

www.transportrepairs.co.nz www.transportrepairs.co.nz www.transportrepairs.co.nz www.transportrepairs.co.nz www.transportrepairs.co.nz

mills-tui.co.nz

INNOVATIVE

BUILT TO LAST MAXIMISE Your

BOTTOM LINE

Mills-Tui steel tippers are built tough, manufactured from high-wear resistant Hardox steel. We’re ready to help build New Zealand’s infrastructure. So give us a call now on 0800 MILLS-TUI.

SEE US AT THE

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

Mills-Tui A4 Tipper Advert 2024-11.indd 1

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