NZ Truck & Driver February 2025

NZ TRUCK & DRIVER

| February 2025

February 2025 $10.90 incl. GST

BIG TEST Valley Cruiser | FLEET FOCUS No Mucking Around | FEATURE: Doc’s Pride Rides Again

FLEET FOCUS No Mucking Around

FEATURE Doc’s Pride Rides Again

Issue 286

y e l l a V r e s i u Cr

The Official Magazine of

ISSN 2703-6278

THERE’S A BIG REASON WHY ISUZU IS NO.1 IN * NEW ZEALAND.

Explore The Heavy Duty Range Today.

isuzu.co.nz *Based on 2023 MIA sales data across light, medium and heavy duty truck classes.

CONTENTS Issue 286 – February 2025

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News

FEATURES:

The latest from the world of road transport including… Isuzu takes top spot in the 2024 sales race… New Zealand gets a Hydrogen Action Plan… Caterpillar celebrates 100 years and Mack marks 125 years… The latest autonomous trucking developments… State Highway 1 closure update… Seven round European Truck Racing Championship calendar confirmed.

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

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The Swiss Army Knife

Southpac Trucks Legends Glen Tervit of Fleet Image tells his transport career story, from sweeping floors at a Holden dealership to operating New Zealand’s largest independently owned collision repair company.

Transporting New Zealand

CrediFlex Recently Registered Our full analysis for the challenging 2024 new truck and trailer market and how the brands fared. Plus, the monthly gallery of new rigs on the road.

COLUMNS: 65

National Road Carriers Association Chief executive Justin Tighe-Umbers talks about the importance of long-term strategy for roading, and NRC Chair Ian Newey looks at the broad range of initiatives the association is working on.

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Fleet Focus

NZ Heavy Haulage Association CEO Jonathan Bhana-Thomson outlines the requirements for shifting some of the smaller overdimension loads such as tiny homes.

No Mucking Around: For almost half-a-century the Robson family has been doing Canterbury’s dirty work. We take a look at Robson Environmental Services and some of the innovations it’s made to meet the modern challenges around liquid waste.

MANAGEMENT

80/ Double Coin Tyres NZ Transport 81 Imaging Awards

When Total Barrier Solutions needed a versatile truck for its highway safety work, Palmerston North’s O’Leary Engineering came up with the answer.

Roads and the options for funding them are on the agenda this month from CEO Dom Kalasih, along with a look at the science behind improving road surface quality.

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Doc’s Pride Rides Again In the mid-1990s the introduction of the Western Star 3800 was a game-changer for Gleeson & Cox. Now the company has repurchased and rebuilt its original example.

Giti Tyres Big Test Valley Cruiser: North Canterbury provides the roads and the scenery to put the new Iveco S-Way 570 to the test. We spend a day in the rural transport world checking out the GVT (Greta Valley Transport) livestock unit.

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Brian Cowan

CONTRIBUTORS

Brian Cowan Olivia Beauchamp Gerald Shacklock Ian Parkes

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

Isuzu leads challenging market SOLID SALES PERFORMANCES across all segments of New Zealand’s new truck market consolidated Isuzu’s ranking as the topselling brand in 2024.

Isuzu topped full-year registrations in two of the GVM segments used by New Zealand Truck & Driver and was among the leaders in other volume segments to record another year of local truck market leadership.

Isuzu was the top-selling brand in the 4.57.5t (GVM) truck segment with 22.9% market share and dominated the 7.5-15t segment with 41.7% of all registrations. By also ranking second in the 15-20.5t category and number four in the premium 23t-plus segment, Isuzu’s total of 1065 registrations led the market and accounted for 19.4% of all truck registrations (above 4.5t).

Isuzu returned to market leadership during

Scania continues to set records in the Premium 23t-plus segment of the market.

2 | Truck & Driver

2023 after two years in which Fuso led the market. Prior to that Isuzu was number one for a 21-year run.

“It was a pleasing result in what was a pretty challenging year, especially in the second half when the brakes started to come on,” says Isuzu New Zealand General Manager Dave Ballantyne.

“I think we did very well in the Light truck market last year, where we have bounced back after Fuso had done well in those segments for a couple of years. In the Medium duty segment, we are always strong, and in the Heavy segment we were the leading Japanese OEM for registrations.

“A big part of Isuzu’s success is the stability we have across our national dealer network and the experience of the staff we have working in that

network,” Ballantyne says.

“It’s a comprehensive network. We have 28 touch points for our customers, whether it’s sales or probably more importantly for service nationwide.”

Ballantyne says the signs are promising for Isuzu in 2025 with new models scheduled for introduction later this year.

“We’ve got the new F Series coming in the second half of the year followed up by some key changes on the N Series range.

“The new Euro 6 engine, drivetrain packages and added safety features will make it an exciting upgrade for both our Light and Medium Duty ranges with a new look as well,” Ballantyne says.

Overall, the New Zealand truck market (GVM 4.5t and above) slowed in 2024 with new registrations of 5488 units being down from the

NEWS record total of 6183 achieved in 2023. However, it is still the third highest yearly total on record, bettered only by 2023 and 2022.

The truck market fared slightly better than the overall new vehicle market in 2023. The Motor Industry Association (MIA) reports the total new vehicle market fell by 13.5% compared to 2023, while the 4.5t-plus categories are down by 11.2%.

Registrations in the premium 23t-plus category revealed some interesting trends.

Scania achieved a fifth consecutive year of segment leadership and with 617 registrations it finished the year one unit ahead of 2023 – in a segment in which total registrations fell from 2929 units to 2519. That lifts the Scania market share from 21% to 24.5%, but more significantly the Swedish marque held a 14.9% share in 2020, the first year it gained segment leadership.

Kenworth was the biggest upward mover in the Heavy Duty segment, climbing from eighth to third ranking during 2024. Kenworth registrations lifted from 200 units in 2023 to 249 last year and its market share grew from 6.8% to 9.9%.

Volvo retained second position in the premium market and posted growth from 306 registrations in 2023 up to 353 last year, resulting in a big boost in market share from 10.4% to 14.0%.

Isuzu ranked fourth in the 23t-plus segment, moving ahead of Fuso by a slim margin of 10 units.

Brands to lose ground in the premium segment during 2024 included Hino (from 292 units down to 188), UD Trucks (from 251 to 153 units) Mercedes-Benz (from 141 down to 91), Iveco (108 down to 59), MAN (89 down to 50) and Mack (from 44 to 26).

Our full analysis of New Zealand’s 2024 new truck and trailer registrations starts on Page 85 of this month’s issue.

Isuzu New Zealand General Manager Dave Ballantyne says the strength of the local dealer network was a major factor in the brand’s continued success in 2024.

The new generation Isuzu F-Series will debut in New Zealand later this year.

Isuzu tops in Australia too ISUZU ALSO CONTINUES TO BE Australia’s top-selling truck brand, achieving market leadership in 2024 for the 36th consecutive year.

The Australian heavy vehicle market proved strong in 2024, achieving its third straight year of record sales with 51,277 units delivered, up by 3,520 units on the previous record set in 2023.

Isuzu gained an impressive 26.1% market share with 13,402 trucks sold.

There was strong overall growth in the medium

and heavy-duty segments while light-duty fell short of 2023 results.

“Importantly for our industry, it’s heartening to see the Australian truck market in such a strong position, following yet another record annual sales result,” says Ben Lasry, Isuzu Australia Ltd Chief of Sales and Aftersales.

“This is the first time the Australian truck market has broken through the fifty-thousandunit mark, which is a noteworthy achievement for

the industry at large.”

Isuzu achieved number one in the light-duty segment with 6,805 sales, an improved market share of 46.7% in a softening market segment.

A strong performance in the medium-duty segment saw Isuzu with total sales of 4,116 units for a massive 50.6% market share. Isuzu’s heavyduty models gained an improved market share of 14.5%, securing third spot overall behind Kenworth and Volvo.

Truck & Driver | 3

NEWS The Government’s Hydrogen Action Plan will explore the potential for hydrogen to have a major role in reducing emissions.

Hydrogen action plan could benefit trucking

NEW ZEALAND’S HYDROGEN ACTION PLAN, announced by the Government just ahead of the Christmas-New Year break, is expected to provide benefits to the heavy transport sector.

Energy Minister Simeon Brown and Climate Change Minister Simon Watts announced the plan which sets out key steps to unlock private sector investment in hydrogen energy and support New Zealand’s transition to a low-emissions economy.

“New Zealand is fortunate to have abundant renewable energy potential, which provides a strong foundation to electrify much of our economy,” Mr Brown says.

“However, some parts of the economy are not practical or possible to electrify, such as heavy transport and industry – this is where hydrogen could take a major role in reducing emissions while keeping our economy growing.

“The Government is committed to enabling the hydrogen sector to be part of our energy mix through removing regulatory barriers and supporting international trade and investment.

“The Action Plan sets out the actions the Government is taking to lower regulatory barriers and enable industry to further develop hydrogen energy solutions which will help power Kiwi businesses into the future.”

The four priority areas in the Action Plan focus on creating an enabling

regulatory environment as well as reducing barriers for consenting hydrogen projects through Electrify NZ and RMA reform work programmes.

The Plan will also promote a cost-effective and market-led transition to a low-emissions economy and support access to international investment and markets.

The Hydrogen Action Plan delivers against one of the priorities in the coalition agreement between the National and New Zealand First parties to plan for transitional low carbon goals, including the infrastructure needed to increase the use of methanol and hydrogen to achieve sovereign fuel resilience.

Climate Change Minister Simon Watts says that hydrogen has potential to reduce New Zealand’s greenhouse gas emissions, particularly in hard-toabate industries.

“Affordable and abundant clean energy is a key pillar to the Government’s climate strategy. Hydrogen could play a key role alongside the increasing electrification of our economy to help reduce our emissions and meet our climate change goals,” Mr Watts says.

“I am excited by hydrogen’s potential to support New Zealand’s transition to a low-emission economy, and I look forward to continuing to engage with the sector on hydrogen opportunities for New Zealand.”

Get ready for the Trucking Relay COMPETITION FOR THE TR GROUP TRUCKING RELAY honours is set to be a highlight of the TMC Trailers Trucking Industry Show held in Christchurch on Saturday March 8.

The competition is returning to the biennial show to allow trucking professionals to showcase their skills in an action-packed test of coordination, teamwork, and a little friendly rivalry. The TR Group Trucking Relay will feature a series of tasks with the focus on loading, truck manoeuvring, and teamwork.

Each team will comprise three members, designated as;

Driver 1 (Team Leader) – No formal qualifications needed, just strong leadership.

Driver 2 (Truck Driver, Class 2) – Steering the team’s success on the road.

Forklift Driver – Licensed and ready to handle loading duties.

Adding to the fun, participants are encouraged to dress to impress in coordinated team uniforms or creative costumes. Prizes will be awarded for the best-dressed teams.

Registrations are now open on the TMC Trailers Trucking Industry Show Facebook page.

Truck & Driver | 5

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NEWS

Mack marks 125 years THIS YEAR SEES MACK TRUCKS celebrating its 125th anniversary.

What started in July 1900 with brothers John ( Jack) and Augustus (Gus) Mack and a dream in a small Brooklyn, New York workshop, has grown into a global transportation powerhouse that has literally helped build America.

Mack Trucks have provided the muscle behind many of America’s greatest achievements – from hauling materials for the Hoover Dam, to collecting waste in cities nationwide with its revolutionary zero tailpipe-emission electric vehicles.

“For 125 years, Mack Trucks has been more than just a manufacturer – we’ve been helping to build the American success story,” says Stephen Roy, president of Mack Trucks.

“Every Mack truck that rolls off our assembly line carries forward a legacy of grit, innovation, and that unmistakable bulldog tenacity that has defined our brand since 1900.”

When the Brooklyn Bridge needed strengthening in 1909, Mack Trucks carried the steel. When the Pan-American Highway stretched toward the horizon, Mack Trucks carved the path. Through the Great Depression, two World Wars, and into the modern era, Mack has been the constant force helping to construct America’s skylines, highways and infrastructure.

The iconic Mack Bulldog – now synonymous with durability worldwide – earned its stripes on the battlefields of World War I, where British soldiers nicknamed the sturdy Mack AC models

“bulldogs” for their tenacious reliability under fire.

This wartime nickname became destiny when chief engineer Alfred Fellows Masury carved the first Mack Bulldog hood ornament from a bar of soap during a hospital stay in 1932 to pass the time. Today, that same symbol of determination rides proudly on every Mack truck, representing a century-plus commitment to unwavering quality and strength.

“What’s remarkable about Mack’s 125-year journey is how the core values have remained constant even as the technology has evolved,” says Doug Maney, curator of the Mack Trucks Historical Museum.

“In the museum, we have trucks from every era – from early chain-driven vehicles to modern electric models. While the technology depicts the story of innovation, it’s the countless tales of reliability and the determination of owners, drivers, and dealers that truly define the Mack legacy. These stories exemplify that whether it’s a 1900 or 2025, a Mack truck is built to get the job done.”

As Mack enters its next century and a quarter, the company is leading the charge toward sustainable transportation. The deployment of the LR Electric refuse trucks in major US cities has shown that zero tailpipe-emission vehicles can be used in the most demanding applications. In addition, the MD Electric series is transforming medium-duty applications from beverage delivery to local freight.

The special Mack emblem to celebrate the brand’s 125th anniversary.

“Our 125th anniversary isn’t just about celebrating our past – it’s about driving toward an even more innovative future,” says Stephen Roy. “The same spirit that inspired Jack and Gus Mack to build their first vehicle continues to drive us forward as we pioneer electric and autonomous technologies for the next generation of transportation.”

Left to right: A 1921 model Mack AC and founders Jack and Gus Mack.

Truck & Driver | 7

NEWS

New bridge part of Desert Rd rebuild ALL TR AFFIC IS MOVING SLOWER THAN USUAL through the centre of the North Island at present while The Desert Road (SH1 between Tūrangi and Waiouru) is in the early stages of a two month maintenance closure.

Following the Christmas hiatus, the big SH1 maintenance programme resumed with the major closure of The Desert Road (SH1), from Monday January 13.

The work is expected to take about two months, and as well as reconstructing 16 lane km (3 sites) of road, improving drainage, and clearing about 15km of shoulders, the deck of the Mangatoetoenui Bridge is being replaced.

“The bridge, built in 1966, has a timber deck that is now in poor condition and in need of replacement,” says Roger Brady, Waikato Bay of Plenty Regional Manager of Maintenance and Operations for NZ Transport Agency Waka Kotahi (NZTA).

“This job alone would require the road to have been closed for about a month, so being able to do this at the same time as the other maintenance work due is a real win. It does mean there will be a period of up to four weeks from 22 January when SH1 is severed, during the time when the bridge has no deck at all.”

The new deck for the Mangatoetoenui Bridge consists of steel girders and a concrete slab, which will be transported in two sections from Napier and then ‘stitched’ together on site. Once the new deck is in place, the Mangatoetoenui Bridge is expected to last another 50 years before it needs replacing.

“In our planning for this closure in January, the average ground

8 | Truck & Driver

temperatures were analysed, as we need this temperature to be a minimum of 13degC for the work to be the quality required,” says Mr Brady.

“Overnight minimum temperatures start to drop below zero across the Desert Road from March onwards meaning the possibility of ground frosts.

Already the area has experienced snow flurries in January, and while these are rare in the summer months, there is more chance of lower temperatures from March onwards.”

The detour (from north to south) is via SH41, SH47, SH4, SH49 and back to SH1 in Waiouru. It is the usual recommended detour route whenever the Desert Road is closed and adds 30-40 minutes to journeys.

To encourage safe driving on the detours, the speed limit near and through Ohakune is reduced to 50kph while the detour is in place. Additional billboards and signage will be in place, and NZ Police have indicated they will have an increased presence on the detour roads.

NZTA says there will be further works required to put on the final surface later in the year. This work will, wherever possible, be done at night.

The scheduling is still being worked through for when this final surfacing will be done.

This closure is part of a huge maintenance project which started in September 2024 near Tīrau. By doing this work under road closures, more invasive construction methodology can be used which would not be possible under stop/go traffic management. It means SH1 will be quickly brought up to a higher standard.

This maintenance work forms part of the government’s $2.07 billion investment into road and drainage renewal and maintenance across 202427 via the State Highway Pothole Prevention fund.

WELCOME TO VISIT US AT

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Trade day: 7th March Public show day: 8th March NTA Show & Shine Canterbury Agricultural Park2025 Truck R

SITE A1

Company (if applicable): Driver Name: Phone:

Email:

Truck Details All Fields Required Truck Make:

Truck Age:

Truck Model:

Speedo KMs:

Number Plate:

Truck Type:

Classic Truck

Truck Parking Options • •

Early Bird Parking Friday 7th March: 5 pm - 7 pm Saturday 8th March: 6 am - 8 am. All trucks must be park

Entry Fee and Truck Number:

Truck Entry Number and $10 entry fee payable at Show office o than one truck, please use the ‘Show and Shine Multiple Entry

Show & Shine Awards

The awards ceremony will take place immediately after the sho 8th March. Join us at the TR Group Trucking Relay Area to cele food will be available for purchase from 4:30 pm.

WELCOME TO OUR NEW

SAFETY: Children must be supervised and kept under control a no responsibility for incidents caused by inadequate supervision

WORKSHOP IN CHRISTCHURCH

By completing this entry form you agree to any photos or vide and/or marketing purposes.

The truck you enter must have valid Motor Vehicle Insurance, P

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NEWS

Long wheelbase option for UD Quon A NEW LONG WHEELBASE VERSION OF THE UD QUON 8x4 will give operators a broader range of chassis options when the first units begin arriving in February.

The Quon CG 32 430 and CG32 460 models powered by the 11-Litre GH11 engine are available with the extended 7085mm wheelbase model, designed for up to 18 pallets. They offer the longest wheelbase available in New Zealand across its class, delivering increased productivity.

“The new longer wheelbase option is a real game changer for the Japanese truck market in New Zealand,” says Colin Muir, general manager of UD Trucks.

“Currently, there is not another option available at this factory standard length that does not require modifications.

“This 7085mm wheelbase option offers customers across the general cargo and construction markets a lower entry cost enabling a reduction in the total cost of ownership.

“As the longer wheelbase is able to be supplied directly from factory, there are no modifications required to the chassis for applications that require a longer chassis, and it can get on the road and working faster with longer or larger payloads.”

The new models offer advantages for customers carrying general freight (where cost per km is critical to profitability) or where a longer or larger load capacity is required for truck crane applications.

“Not only do you get the operational flexibility and improved cost management associated with the longer wheelbase, the advanced safety features, performance, and exceptional driver experience that are standard with the Euro 6 equivalent Quon, this new option takes this truck to the top of its game for New Zealand,” Muir says.

TD34943

The UD Quon is now available with an extended 7085mm dimension, ideal for 18-pallet freight tasks.

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NEWS

New boss for Penske NZ THERE WAS A LATE-2024 LEADERSHIP CHANGE AT Penske New Zealand with Kevin Smith appointed as general manager across the Penske New Zealand business, replacing Brian Wilson.

A highly experienced business leader with a significant background in the transport industry, Kevin will oversee all branch operations across various industries, including energy solutions, mining, commercial vehicles, defence, marine, and rail.

“It’s exciting to join an organisation that is passionate about its customers and its services,” says Kevin.

“Penske has invested heavily in New Zealand in recent years, opening brandnew facilities in Christchurch and Tauranga to complement the existing Auckland branch.

“Along with a stable of innovative and well-proven products and brands, the team at Penske is highly experienced and engaged.

“These are all vital ingredients for continuing to build a successful business that delivers outstanding customer outcomes.”

Hamish Christie-Johnston, managing director of Penske Australia & New Zealand, welcomed the addition of Kevin to the New Zealand operations and the overall executive team.

“Kevin is hitting the ground running, meeting with our team across Australia and New Zealand and also meeting with key customers to learn more about their operations and needs.

“While we have an overarching business strategy for ANZ, our New Zealand customers have specific requirements that Kevin keenly understands.”

Kevin Smith has been appointed as the General Manager for Penske New Zealand.

TI E D S Truck & Driver | 11

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NEWS

Autonomous trucks on the move The partnership between Aurora, Continental and NVIDIA is a major step for the development of autonomous trucking.

A SIGNIFICANT MILESTONE IN THE PROGRESSION OF autonomous trucking, from trial phases to wider commercial deployment, was announced at the recent CES 2025 Expo in Las Vegas.

A new long-term strategic partnership between Aurora, Continental and NVIDIA is set to deploy driverless trucks at scale, powered by the nextgeneration NVIDIA DRIVE Thor system-on-a-chip (SoC).

NVIDIA’s DRIVE Thor and DriveOS will be integrated into the Aurora Driver platform, an SAE L4 autonomous driving system that Continental plans to mass-manufacture in 2027.

The Aurora Driver is a self-driving system designed to operate multiple vehicle types, from freight-hauling trucks to ride-hailing passenger vehicles, and underpins Aurora’s driver-as-a-service products for trucking and ride-hailing.

“Delivering one driverless truck will be monumental. Deploying thousands will change the way we live,” says Chris Urmson, CEO and co-founder at Aurora.

“NVIDIA is the market leader in accelerated computing, and they’ll strengthen our ecosystem of partners and our ability to deliver safe and reliable driverless trucks to our customers at scale.”

Continental’s role in the partnership will be on the manufacturing side.

“Developing, industrialising, and manufacturing powerful self-driving hardware at commercial scale requires unique and unparalleled expertise,” says Aruna Anand, President & CEO, Automotive, Continental North America.

“Our industry-first collaboration with Aurora and NVIDIA to deliver driverless trucks positions Continental at the forefront of this cutting-edge technology and will drive value to our business.”

Continental’s booth at CES displayed an early prototype of the Aurora Driver hardware by Continental and the Volvo VNL Autonomous—the flagship model of Volvo’s autonomous technology platform that is designed to support diverse use cases, advanced technologies, and seamlessly integrate with the Aurora Driver.

NVIDIA will power the primary computer of the Aurora Driver with a dual NVIDIA DRIVE Thor SoC configuration that runs DriveOS. DRIVE Thor, built on the NVIDIA Blackwell architecture, is designed to accelerate inference tasks critical for autonomous vehicles to understand and navigate the world around them. As Continental and Aurora prepare to manufacture self-driving hardware at scale in 2027, production samples of DRIVE Thor are coming in the first half of 2025.

“The combination of NVIDIA’s automotive-grade DRIVE Thor platform with Aurora’s advanced self-driving trucking technology and Continental’s manufacturing and integration expertise is set to help drive the future of autonomous trucking, helping make roads safer while driving up operational efficiency,” says Rishi Dhall, vice president of automotive at NVIDIA. Aurora is in the final stages of validating the Aurora Driver for driverless operations on public roads. The Aurora Driver is equipped with a powerful computer and sensors, including lidar, radar, and cameras, enabling it to safely operate at highway speeds. Verifiable AI enables the Aurora Driver to quickly adapt to new operating domains while being validated through Aurora’s Safety Case, an essential tool for regulatory trust and public acceptance. Aurora plans to launch its driverless trucking service in Texas in April 2025.

Continental – one of the world’s largest automotive suppliers – is developing a reliable, serviceable, cost-efficient generation of the Aurora Driver hardware, specifically for high-volume manufacturing. The company is also developing a specialised independent secondary system that can take over operation if a failure occurs in the primary Aurora Driver computer.

With start of production planned for 2027, Continental will test prototypes of the future hardware kit in the coming months. Continental will then integrate DRIVE Thor with DriveOS into the primary Aurora Driver computer at its manufacturing facilities and ship the full hardware kit to Aurora’s truck OEM partners for integration into customers’ trucks Truck & Driver | 13

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NEWS

Caterpillar

The Centennial World Tour will put the spotlight on Caterpillar’s 100 Years celebrations.

centennial celebrations ONE OF THE BIG INDUSTRY milestones for 2025 sees Caterpillar celebrating its centennial.

The iconic manufacturing company officially turns 100 on April 15, marking a century of industry-leading innovation.

The Holt Manufacturing Company and the C.L. Best Tractor Co. merged in 1925 to form what was then known as the Caterpillar Tractor Co. From the company’s first track-type tractor designed to pull combine harvesters in Northern California to autonomous construction and mining equipment and engines that power the world today, Caterpillar products and services have helped its customers complete infrastructure projects that have shaped the modern world.

“Our success over the last 100 years is a testament to the hard work and dedication of our employees, the continued trust of our customers and the support of our dealers and business partners,” says Caterpillar Chairman and CEO Jim Umpleby.

“I am proud to lead such a strong team, and I’m confident Caterpillar will continue to help our customers build a better, more sustainable world over the next 100 years.”

Caterpillar’s year-long centennial celebrations kicked off in January at the CES 2025 Expo in Las Vegas.

The CES expo line-up included the 25t Cat 972 Wheel Loader featuring an Extended Range Electrified Machine (EREM) technical demonstrator of a hybrid retrofit – which was built in just 12 weeks by a small group of engineers.

The battery-electric demonstrator maintains impressive performance similar to a diesel machine and does not require DC charging, offering a new, sustainable solution without the need for additional electrical infrastructure on the jobsite.

“The technology we are bringing to CES is a culmination of how Caterpillar has continued innovating to make industry safer, smarter, more sustainable and more powerful,” says Rob Hoenes, Caterpillar senior vice president of the Electrification and Energy Solutions Division.

“We have created an immersive, interactive experience for attendees that highlights the durable customer solutions that Caterpillar is known for, underscored by data and executed with cutting-edge technology.”

Another aspect of the celebrations is the Centennial World Tour which will visit Caterpillar facilities around the world and provide an interactive and immersive experience for employees and visitors.

The company is also commemorating the 100-year milestone with limited-edition “Centennial Grey” painted machines available for purchase in 2025.

In New Zealand the main celebration of the centennial will see Caterpillar as a platinum sponsor of the Easter weekend Wheels at Wanaka event. The local competition in the Caterpillar Global Operator Challenge will be staged during the Wanaka event as well as a celebration of all things Caterpillar past and present.

The CES expo line-up included the 25t Cat 972 Wheel Loader featuring Extended Range Electrified Machine (EREM) technology.

Truck & Driver | 15

NEWS

Wheels at Wanaka gets ready to roll Crowds flocked to see the huge Oceana Gold CAT 789 at the 2023 Wheels at Wanaka weekend. Photo: David Kinch THE BIG WHEELS ARE READY TO ROLL FOR THE LAST time at the fourth – and final – edition of the Wheels at Wanaka spectacular over Easter weekend.

Billed as The Final Spin, the April 18-20 weekend will feature trucks old and new along with steam engines, tractors and farming heritage machinery, cars, motorbikes, earthmovers and much more from around the country.

First held in 2019, the biennial show has quickly become established as Australasia’s `largest all vehicle’ show. Attendance has grown from 12,000 people in the first year, doubling to 24,000 for 2021, and exceeding all expectations with 40,000+ attending the 2023 event.

For trucking enthusiasts the highlights include the Southpac Trucks truck show which occupies one of the biggest areas within the grounds and the hugely popular TerraCat Earthmoving Extravaganza. The earthmoving showcase assumes added importance is 2025 as the main celebration of Caterpillar’s global centennial.

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There will be an attempt at a world record for the most Caterpillar equipment in a parade and Wheels at Wanaka 2025 will also host the New Zealand round of the Cat Global Operator Challenge. The winners then have a chance to compete against the world’s best operators at ConExpo in Las Vegas in March 2026.

Other attractions are as diverse as traction engine and truck pull competitions, the Schist Enduro X competition, and the New Zealand debut of snowmobile drag racing.

Operated as a charitable trust, the event has raised hundreds of thousands of dollars for various national, regional and local charities including Cure Our Ovarian Cancer, Heart Kids NZ (via the Heartlands Tractor Trek) and Wanaka Coast Guard Wheels at Wanaka runs April 18-20 with events starting from 9am each day.

Public car parking and entry is via Sir Tim Wallis Drive, Three Parks, Wanaka.

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Expansion plan at Tauranga EXPANSION PLANS AT PORT OF TAUR ANGA HAVE been boosted by a second interim decision of the Environment Court, confirming that resource consent will be granted for stage one of its planned Sulphur Point berth extension.

The decision announced mid-December requires some specific amendments to the conditions proposed by Port of Tauranga. The decision comes after a three-week Court hearing in March 2023, followed by an interim decision released just over a year ago requiring Port of Tauranga to undertake further engagement with local iwi and hapū and the Bay of Plenty Regional Council.

Stage one involves constructing 285 metres of additional berth to the south of the Port’s existing container berths, a small amount of reclamation behind the new wharf and associated dredging.

Port of Tauranga Chief Executive, Leonard Sampson, says the second interim decision was welcome, following the extensive follow-up work undertaken by the Port as requested by the Court. The Court has determined that, from a western science perspective, the physical effects of the proposal are expected to be minor in the short-term and negligible in the long-term.

“The extension is urgently required national infrastructure and we are keen to move as quickly as possible. To that end, we will evaluate the Court’s second interim decision and assess our options in relation to the impending fast-track legislation,” he says.

The stage one extension is one part of the Port’s proposed Stella Passage

development, which includes a stage two to the Sulphur Point extension as well as proposed works at the Mount Maunganui wharves. The entirety of the development has been listed as a project in the Fast Track Approvals Legislation currently before Parliament.

Port of Tauranga is looking to extend its Sulphur Point container wharves.

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NEWS

Sand used for casting Scania components will now be used in the production of mortar.

Scania completes a circle for its sand SCANIA’S EFFORTS TO CREATE A CIRCULAR ECONOMY take a new direction in 2025.

It’s planned to turn 20,000 tonnes of used sand from Scania’s foundry into mortar instead of landfill at construction material producer Weber SaintGobain in 2025. The saving on virgin materials will enhance circularity at both companies.

Scania’s drive towards a sustainable transport system is focused on adopting circular business models – maximising the use of existing resources and minimising waste.

Since Weber’s products are primarily composed of natural aggregates, namely virgin sand and gravel, resources that are accessible but finite, the company has dedicated many years to the pursuit of substitutes for virgin sand to establish a more circular economy and diminish environmental impact.

The collaboration with Weber means used sand from Scania’s foundry is transported to mortar manufacturing instead of landfill.

“To be efficient with the limited resources we have on Earth, and prolong

their lifespan is a way to lessen the impact on the environment. Re-using the large amounts of sand that are used in the casting of engine components is one of many actions that enables Scania to remain in the lead of the transition to sustainable transports,” says Fredrik Nilzén, Head of Sustainability, Scania.

The transports have already begun, and in 2025, about 20,000 tonnes of sand will be transported the 150km between Scania’s facility in Södertälje to Weber Saint-Gobain in Vingåker, equivalent to three fully loaded trucks every day.

All transports are return cargo from Stockholm, having a positive climate impact, as the trucks otherwise would return empty. The cooperation means about 30% less virgin sand has to be extracted, with potential to increase that proportion.

“The ambition is to have substituted all the virgin sand in our products with alternative aggregates by 2035,” says Anders Anderberg, R&D Director, Weber Saint-Gobain.

Scania has a history of collaborating with other innovative players, and welcomes initiatives where the company can work across industries.

Focus on clean transportation THE ANNUAL ADVANCED CLEAN TR ANSPORTATION (ACT) Expo has become established as one of he key global transport industry events.

After a record-breaking event in Las Vegas last year, the 2025 event returns to the Anaheim Convention Centre, April 28-May 1, 2025, right in the heart of Southern California’s thriving clean tech ecosystem.

The 2024 ACT Expo was staged in Las Vegas, and this year’s event moves back to the Anaheim Convention Centre.

18 | Truck & Driver

In its 15th year, ACT Expo is the commercial transportation industry’s largest conference and expo spotlighting the vehicle technologies and fuels driving economic and environmental fleet sustainability.

Widely regarded as the top networking event in the industry, ACT Expo will bring together more than 12,000 transportation stakeholders, including fleet managers, OEMs, technology providers, utilities, public agencies, dealers, and industry associations.

With even more space on this year’s show floor, the exhibit hall will be packed with more than 450 exhibitors showcasing the latest in lowcarbon and zero-emission vehicles, battery technology, hydrogen fuel cell advancements, renewable fuels, autonomous technology, and more.

The expo will also feature a broader selection of hands-on demonstrations, showcasing the latest in zero-emission vehicles, battery technology, hydrogen fuel cell advancements as well as new charging infrastructure and connected technologies designed to help fleets meet their sustainability goals.

More than 200 expert speakers will highlight the industry’s future through dynamic keynote presentations, insightful executive panel discussions, hands-on technical workshops, and in-depth breakout sessions.

ACT Expo 2025 will host new vehicle unveilings and groundbreaking clean commercial transportation projects and partnerships from the leading vehicle manufacturers, technology providers, and fuel suppliers.

NEWS

Hammar builds southern service NEW PREMISES IN CHRISTCHURCH FOR HAMMAR New Zealand are up and running.

The new office and service centre at 17 Halwyn Drive, Hei Hei, complements the existing Auckland facility at Takanini, strengthening Hammar’s presence in the South Island and further enhancing the service and support to customers.

“With this expansion, we aim to offer quicker, more efficient service and deepen our relationship with businesses across southern New Zealand,” says Fred Sandberg, Managing Director at Hammar New Zealand.

“As demand for our Sideloaders continues to grow, the new office will allow us to support our customers more directly, ensuring their equipment operates at peak performance.”

The Christchurch office is led by Jonathan King, the new Christchurch Branch Manager while Ulf Johansson is the Sales and Marketing Director.

Together, they bring a wealth of expertise to the Christchurch branch to deliver the high level of service that Hammar is known for worldwide.

The new Christchurch branch is part of Hammar’s commitment to being as accessible as possible to customers throughout the country. It will offer a DropIn service with no appointment needed for urgent service requirements along with service and repair, spare parts, operator training and sales.

The new Hammar facility in Christchurch will serve South Island customers.

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New Mercedes-Benz eActros 600 electric trucks ready for delivery.

New eActros 600 hits the road WITH SERIES PRODUCTION AT THE WÖRTH PLANT IN Germany beginning at the end of November, Mercedes-Benz Trucks is now delivering the first eActros 600 long haul electric trucks.

The majority of the eActros 600 vehicles produced in the first months after the start of series production are initially being sent to branches and dealers as demonstration vehicles – as is usual when launching new vehicle models.

“With its 500km range as a 40-ton truck without intermediate charging, the eActros 600 is a real gamechanger for the electrification of longdistance transport,” says Stina Fagerman, Head of Marketing, Sales and Services Mercedes-Benz Trucks.

“With its very high energy efficiency, the eActros 600 will also be profitable for fleet operators. The fact that we are now handing over the first series production vehicles to our customers is a very special milestone for us and our customers in the transformation towards sustainable freight transport. Long-distance truck transport accounts for around two thirds of the CO2 emissions of heavy-duty road freight transport in Europe.”

Customers will receive benefits from the German Federal Ministry for Digital Affairs and Transport’s policy on the promotion of light and heavy commercial vehicles with alternative, climate-friendly drive systems and associated fuelling and charging infrastructure (KsNI).

The engineering which enables the eActros 600 to achieve a range of 500km without intermediate charging are the high battery capacity of over 600 kilowatt hours – hence the model designation 600 – and a new, electric drive axle developed in-house.

This range is achieved under very realistic, practical conditions with a gross train weight of 40t and can also be significantly exceeded depending on the driving style and route.

The eActros 600 will even be able to cover well over 1,000km per day.

Intermediate charging during the legally prescribed driver breaks – even

without megawatt charging (MCS) – makes this possible, provided the charging options are available. In addition to CCS charging with up to 400kW, the eActros 600 will later also offer megawatt charging.

The lithium iron phosphate cell technology (LFP) provides a long service life and the development engineers at Mercedes-Benz Trucks have designed the eActros 600 to meet the same requirements for the durability of vehicles and components as a comparable conventional heavy-duty long-haul Actros.

This means up to 1.2 million kilometres of mileage in ten years of operation. After this period of use, the battery state of health should still be above 80%. In contrast to other battery cell technologies, more than 95% of the installed capacity can also be used with LFP technology. This enables a higher range with the same amount of installed battery capacity.

In terms of profitability for European fleet operators, the electric truck should set new standards, enabling it to replace the majority of diesel trucks in the important long-haul transport segment in the long term.

The electric flagship has already proven its capabilities several times under real conditions: in customer use and as part of the “eActros 600 European Testing Tour 2024”, a 15,000km all-electric development drive with two near-series prototypes through a total of 22 countries with a gross train weight of 40 tons. It was the largest test drive in the history of Mercedes-Benz Trucks.

The vehicles demonstrated the high energy efficiency of the eActros 600 on the tour, which was exclusively charged at public charging stations.

Over the entire course of the tour, the prototype equipped with special consumption measurement technology was able to achieve an average driving consumption of 103kWh per 100km. Converted with the energy content of diesel, this corresponds to a diesel consumption of around 10 litres per 100km, which would have been impossible to achieve with a conventionally powered truck.

Truck & Driver | 21

NEWS The Goodyear FIA European Truck Racing Championship makes its annual visit to the Le Mans circuit in France over the September 20-21 weekend.

Euro race calendar confirmed A SEVEN-ROUND CALENDAR will decide the 2025 Goodyear FIA European Truck Racing Championship (ETRC) which begins in May. The ETRC will again visit some of Europe’s most iconic and popular motorsport venues, kicking off on May 17-18 at Misano, the scenic Italian coastal track providing the perfect stage for the season opener.

The series then heads to the Slovakia Ring on June 7-8, before one of the most anticipated weekends of the year at the legendary Nürburgring, one of the world’s most iconic motorsport venues, on July 12-13.

Following a mid-summer break, the teams will head to Autodrom Most in the Czech Republic on August 30-31.

Fans will then be treated to spectacular backto-back weekends at Zolder on September 1314 -with the Belgian circuit returning to its traditional spot in the calendar – followed by Le Mans (France) on September 20-21.

The season concludes with the finale on October 4-5 in Jarama, Spain, where the 2025 champion will be crowned.

“The 2025 calendar reflects our commitment to delivering an unforgettable fan experience, with a mix of classic, fan-favourite circuits and exciting back-to-back events that will keep fans on the edge of their seats,” says Janine Meyer, ETRA (European Truck Racing Association) Director of Operations.

Each year, the championship attracts more than 350,000 passionate fans, who come to 22 | Truck & Driver

2025 GOODYEAR ETRC CALENDAR May 17-18: Misano (Italy) June 7-8: Slovakia Ring (Slovakia) July 12-13: Nürburgring (Germany) August 30-31: Most (Czech Republic) September 13-14: Zolder (Belgium) September 20-21: Le Mans (France) October 4-5: Jarama (Spain) witness thrilling on-track action, enjoy familyfriendly entertainment and engage with a sport that is committed to sustainability and innovation. Beyond the action on the track, the championship promotes sustainable mobility, showcasing innovative solutions that contribute to a greener future for the transport industry.

The Goodyear FIA ETRC is more than just a racing series; it also serves as a platform for sustainable technologies in the road haulage industry, driving the development and acceptance of alternative technologies.

Goodyear’s role as the ETRC title sponsor and exclusive tyre supplier was recently extended with a new agreement running through the 2025-2027 seasons.

Goodyear has been a key player in truck racing since 2003 and an integral partner of the FIA ETRC since 2016, providing specially developed racing tyres that have helped drive technological innovation and performance in truck racing.

The renewed agreement signals Goodyear’s commitment to the future of truck racing, where

it continues to use the ETRC as a testbed for innovations that impact both motorsport and the transport industry. As the official tyre supplier, Goodyear’s performance-driven technology remains at the forefront of the competition.

Sustainability remains a key focus for both Goodyear and the ETRC. The championship has made significant progress in reducing its environmental impact, with the use of 100% renewable HVO biofuel since 2021 and a commitment to tyre retreading, which transforms used racing tyres into on-road products for transportation fleets. This circular approach supports both the series’ and Goodyear’s environmental goals and further underline their commitment to minimising environmental impact while maximising performance both on the track and in everyday commercial use.

As part of the extended partnership, Goodyear introduced a new tyre for the 2024 season, developed at its Innovation Centre in Luxembourg. The tyre enhances grip, durability, and performance in both wet and dry conditions, proving its reliability across varied track conditions. With improved durability, the tyre has reduced the number of tyres used in the championship, aligning with Goodyear’s commitment to both performance and sustainability.

Both the ETRC and Goodyear have recently been awarded the FIA’s three-star environmental accreditation, which is the highest level of recognition within the FIA Environmental Accreditation framework.

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The GVT Iveco S-Way kicks up the dust on a breezy North Canterbury morning.

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The Iveco S-Way 570 is teamed up with a new 5-axle trailer built by TES.

ORTH CANTERBURY IS ALWAYS ENJOYABLE TO visit. By turning off the hustle of State Highway 1 there are quieter roads to discover, flowing through constantly changing terrain and scenery – set against the southern alpine backdrop in the distance.

In early December there’s still some green remaining in the pasture and a slight chill to the morning breeze. Perfect conditions to hit the road in the GVT (Greta Valley Transport) Iveco S-Way 570 livestock unit for a busy morning collecting lambs from local farms.

Our start point is the GVT main base at Glasnevin and we are heading west to Waikari, Hawarden, Pyramid Valley and Mason’s Flat, calling at three properties with driver Mike Norton. Mike gets close to filling the Iveco and its new five-axle TES trailer, eventually tallying up 564 lambs and nine hoggets.

We’re on a mix of tarseal and some freshly graded gravel roads as we head out empty to the first stop on the schedule, leaving the trailer at a nearby intersection as truck-only access is preferable at the first property.

It’s truck and trailer work at the next two stops before we return to Glasnevin and then continue on the first part of Mike’s run south to the ANZCO Seafield works at Ashburton.

The S-Way 8x4 is the third late-model Iveco to join the 22 truck GVT fleet There’s also a couple of older Iveco Power Star bonneted models and some Japanese trucks running in GVT’s two-tone green colours, but GVT is predominantly a DAF fleet.

GVT is a fairly typical mid-size rural carrier which was formed in

2001 when Marco Woelders began amalgamating several smaller rural operations in the region. As well as the Glasnevin yard there are GVT trucks based at Hawarden and Rangiora, allowing the company to service the rural community in North Canterbury.

“We are well-placed in the Hurunui and Amuri districts. You could say our home is between the Waimakariri River and the Waiau River,” says Marco.

“About 70% of our work is livestock, and the rest is general rural freight, mainly with drop siders doing hay, fertiliser and baleage. And we also run a couple of spreaders.

“Across the full year the livestock side is split about 50-50 between sheep and cattle, but it changes a lot depending on the time of year.

It’s about 80 or 90% sheep at the moment [early December].”

The recent boost to GVTs Iveco fleet began with the purchase of a 510hp X-Way for livestock work, about the time Covid restrictions were lifted in early 2022. Marco needed a new truck at very short notice and his inquiries revealed an 8-10 month wait for a new DAF. A timely conversation with Struan Syme at Iveco Trucks NZ in Christchurch quickly put GVTs name on a just-cancelled order for the X-Way. And the following week the truck was having a body fitted.

Since then, two of the latest generation 570hp S-Way 8x4 models have joined the fleet. They’re easy to tell apart with a standard roof version configured as a drop sider unit and this high-roof sleeper as a new flagship for the livestock side of the business.

The livestock truck went on the road in late-2023, initially working with an existing 4-axle trailer on a 46-tonne permit, while a new trailer build was completed.

Truck & Driver | 27

Above: Mike Norton has worked at GVT Landline for nearly 20 years, both on the road and in the office.

Below: Roof mounted LED light bars are the only modification from the standard Iveco specification.

28 | Truck & Driver

Marco continued an established relationship with TES [Transport Engineering Southland] for the new 5-axle trailer, fitted with Delta monocoque crates. That went on the road in July and initially ran as a 50MAX combination until the paperwork for 54t was approved late last year.

“They are a cost-effective and modern European truck,” is Marco’s description of the new S-Way. “They are not at the top end of pricing.

“We’ve found the TES trailers to be light and strong. They’ve done five for us now and we haven’t had any great problems.

“I’ve never actually been there or met them, but we’ve got a good relationship with TES. Their trailers are built to last.

“One thing we do is we stick to 19.5s [19.5-inch diameter wheels] on the trailer. I think with the 17.5s you get too many rotations.

“We always use Delta crates. They’re based down in Timaru, so it’s not far out of our way for any repairs.”

Marco brings a pragmatic attitude to the choice of trucks at GVT. “From a purely business point of view, I’d have a fleet of Japanese trucks. But then I probably wouldn’t have many drivers. The modern and comfortable European trucks help you to attract and retain good drivers and the DAFs have served us very well in that respect.”

Marco says the company typically puts a new truck on the road at 1218 month intervals and moves them on at about 1.5 million kilometres.

He also says the efficiencies offered by the introduction of HPMV rules have also been a two-edged sword.

“It made a lot of the older gear obsolete and when you upgraded you needed a new cab/chassis plus a new trailer, which is quite a drastic change for a company of our size,” he says.

Summing up the Iveco performance to date, Marco says; “So far, so good. We’ve had a good run out of our DAFs as well.

“There have been little issues on every new truck we’ve had but you’ve got to be realistic about where they are working and what we’re asking them to do.”

The GVT S-Way 570 8x4 is the top-spec version powered by the 12.9-litre Cursor 13 six-cylinder engine. The output of 570hp (425kW) is developed at 1900rpm while peak torque of 2500Nm arrives at 1000rpm and is accessible till 1650rpm.

Iveco’s Hi-e SCR exhaust after-treatment system achieves Euro VI (Step e) emissions compliance by combining both DPF and SCR systems. The ZF-sourced 12-speed transmission is an AMT unit, and the MT23-150/D tandem rear end has a 2.83:1 ratio.

Unusually this particular S-Way 570 differs from the standard NZ specification by having leaf spring front suspension in place of airbags.

The standard 8-airbag ECAS set-up takes care of the rear end.

The S-Way delivers a modern suite of safety technology which includes Adaptive Cruise Control, Electronic Stability Programme, ASR Traction Control, Advanced Emergency Braking System and a Hill Hold function.

Climate control air conditioning, power adjustable seats which are heated and ventilated, a 7.0-inch touchscreen infotainment system, rain sensor wipers and power adjustable/heated mirrors are all standard. The standard equipment also features a dual fridge/freezer unit which slides out from under the lower bunk.

The only modification on this truck is the fitment of two roofmounted light bars to supplement the standard LED headlights.

Driver Mike Norton has been behind the wheel of the S-Way 570 from new. He’s worked at GVT for nearly 20 years, initially as a driver, then had a stint in the office on dispatch duty before deciding to go back on the road about three years ago.

“I’ve been with Marco for coming up 20 years and I look at driving as being a paid tourist. You get to some amazing places you’d never get to see in the average car,” Mike says.

“I did about two years with Frews North Canterbury in Amberley starting out on a 370 Isuzu and slowly working my way up. I had a

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young family at the time, so I went back farming for four years.

“One of the drivers I had worked with at Frews swapped over to Marco when he bought Greta Valley, and he tempted me back. I did about five years driving for Marco and filling in as the dispatcher at times. Then I went into the office for what was going to be a couple of years, but it turned out to be almost 12.

“I came back on the road about three years ago and I’m happy to be back on the road. I felt I needed to do it again before I got too old. I had a 430hp DAF at first and then I went into the new X-Way for about a year.

“I’ve enjoyed going back to it and I feel a bit lucky getting to drive this new truck,” Mike says.

It’s working in the rural environment that Mike gets the most satisfaction from.

“I really enjoy the rural work and the good people you get to meet out here,” he says.

“I couldn’t do the freight side in town. Just ask my wife – she hates going into town with me.”

Mike says the comfort and performance of the S-Way has impressed him.

“I got it from new, and it’s just ticked over 85,000km. It had a fouraxle trailer behind it for a good while and now this one [the 5-axle], which is only about five months old.”

“It’s a pretty nice truck to drive really. Cruising down the road on cruise control it’s so comfortable and the automatic transmission has taken all of the stress out of going up the hills.

“The new 5-axle [trailer] tracks really well and it’s not a lot different to the 4-axle. I find it’s very easy to back, which you’ll see in some of the tight spots we’re going to today,” he says.

“TES build excellent trailers, and the team down there do a very good job. And this is the first set of new crates I’ve ever had, and they’re

30 | Truck & Driver

Opposite Page, top: Marco Woelders runs a fleet of 22 trucks in the GVT fleet based at Glasnevin.

Opposite page, bottom: There is also a standard roof S-Way 570 on drop sider work in the GVT fleet.

This page, above: First stop of the morning is a truck-only pick-up at Pyramid Valley.

This page, below: With its new trailer, the S-Way is now working on a 54t permit.

Truck & Driver | 31

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WHATEVER YOU DO

There is plenty of gravel road work for the GVT Iveco in rural North Canterbury.

really well set-up. The lights inside them are brilliant.”

The TES/Delta combination provides plenty of versatility.

“The way it’s set-up with the new trailer we can cart two decks of cattle, three decks of pigs and either three or four decks of ewes. Now with the 54t permit you can load it up.

“We also cart the occasional deer for local farmers, mainly just shifting them between farms. So, we get a good variety of work which I like.”

Mike has already travelled most of the South Island in the S-Way. “Predominantly I’m working somewhere between North and Mid-Canterbury, but we do go all around the South Island, and we occasionally go to the North Island,” he says.

“Some of the places we go to pretty regularly are Silver Fern at Pareora, ANZCO Kokiri, and ANZCO Blenheim.”

Having spent time driving the X-Way, Mike is well placed to make comparisons about Iveco’s latest generation model.

“The cab is quite a bit more roomy in this [the S-Way] but I think the ride was slightly better in the X-Way. The difference is it had airbags in the front and this one has got springs. In this one you just feel the road a little bit more, especially when you hit the edges of some of the bigger holes.

“The cab also feels like it moves around a bit more than the DAF, but you are sitting up quite a lot higher. And possibly it moves around a fraction more because it’s a bigger cab.”

Automated transmissions are something Mike has only experienced in the last couple of years, doing all of his earlier driving in manuals until getting into the X-Way. “I think the gearbox in this one is just a little bit better [than the X-Way]. I’d say they’ve got the computer management of it better sorted, and it shifts a little bit nicer on the hills.”

Mike reckons the 12-speed transmission has a few traits for a driver to take into consideration but is impressed with how it performs.

Below left: The Cursor 13 engine is a Euro 6 (Step e) specification unit developing 570hp from 12.9-litres displacement.

Below right: The fuel tank holds 480-litres of diesel with a 50-litre AdBlue tank.

Truck & Driver | 33

Left: The modern dash has the centre console conveniently angled towards the driver to put controls in easy reach.

Right: The wheel and tyre selection on the Iveco is a 275/70 R22.5 combination.

“It likes being in top gear, even in the 50kph zones,” he says.

“It tends to want to lug and sometimes it feels like it’s holding itself back, but you can push it into the power mode when you need to. It normally shifts at about 1500rpm but in Power mode it will rev out past 1800rpm.”

He says that under normal acceleration on level terrain, that most of the time it will skip two gears on the early upshifts.

“There’s the odd time it feels a little slow at finding a gear to pull away from an intersection or a roundabout,” Mike says.

“If you roll into an intersection and then accelerate again it can take a moment to think, then it goes clunk, and it’s away.”

“The crawl spread driveability, especially when you are backing uphill to a ramp or something like that, is exceptional.”

At 90kph the S-way runs at just under 1600rpm which seems slightly higher than I’d expected. That’s to do with the 275/70 R22.5 tyres fitted on the stock unit.

“The other one [the Mid-roof S-Way] is on the big tyres [295/80 R22.5] and it’s doing between 1400-1500rpm at 90kph. There’s a computer programme to click between tyre sizes to set the speedo.”

Mike says there was an early glitch with the S-Way’s rear suspension airbags which once corrected has had a range of other benefits.

“It was leaning just a little bit to the left. As soon as they righted the airbags in the rear it also had a much better feel through the brake pedal and the gearshift seemed to smooth itself out as well. It improved the truck a lot.”

Mike says fuel economy is one impressive attribute of the S-Way.

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“I find it very economic. Now we’ve gone to 54t it’s come up to 50.5L/100km. When I was running at 50Max I was getting 49.7L/100km, so it’s just snuck up a little.

“The 480-litre fuel tank is brilliant. You can literally go all day and not look for a bowser.

“The other day when I went south, I filled up at Milton, went down to Alliance at Lorneville [just outside Invercargill], and came all the way back to Amberley on 412 litres of diesel. The fuel light had only just come on, so it still had 60-odd litres of diesel in there. That’s a good 800kms.”

The S-Way’s AdBlue tank is relatively small at only 50-litres.

“I can get two tanks of diesel to one of AdBlue but every time I fill up with diesel, I usually fill up the AdBlue as well because you never know where you might end up and not be able to get AdBlue.”

Moving to the 54t permit hasn’t greatly tested the 570hp S-Way. “I’ve been on 54t probably for about a month. I’m finding it still drives good as gold. Going up Porter’s (Pass) it’s probably gone down one more gear at the very top pinch.”

Mike’s also impressed by the power of the exhaust brake.

“It’s one of the better exhaust brakes I’ve ever dealt with. Very early on I drove a 370 Isuzu, and you just about had to wind the window down and hold your hand out to slow down at all.

“Coming down Porter’s [Pass] the other day loaded at about 48-49 tonnes it held in sixth [gear] at 28kph the whole way down and I only needed to touch the brake a couple of times.”

Another change for Mike has been the higher driving position in the S-Way. “It’s an extra step to get in and the first couple of times I tried to skin my shin,” he says.

The High roof sleeper cab offers stand-up interior space and two bunks.

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But from the driver’s seat there is plenty of forward visibility while the new design of the mirrors is a benefit.

“Compared to the X-Way, the mirrors are excellent,” Mike says.

“I think they realised that and went to a bigger mirror but that does create a little bit of a blind spot at some intersections and roundabouts.

“The mirrors are power adjustable and heated. They are maybe lacking a little bit of grunt – heat-wise – on a really misty or rainy day.

They do struggle to keep up.

“I leave the air conditioning set on Auto most of the time. It definitely refreshes you when you get back in the cab and it’s also got a very good demister.

“Our climate goes from one extreme to the other here. It can be dry and hot, up in the high 30s, or down to about minus three or four with a good cracking frost or half-a-foot of snow on the ground. It’s all good here [North Canterbury]. The only bad thing is our Nor’wester.

“We’ll see how it [the air conditioning] goes over time. In our situation they get a pretty hard time in the dirt and the dust.”

Like other Euro sleeper models in high roof configuration the cab offers generous space with three big compartments above the windscreen. There’s a wide drawer at the base of centre console, Mike’s paperwork folder slides into a dashtop slot and there are handy sized door bins plus a couple of cup holders either side of the centre console.

“There’s plenty of storage lockers. I haven’t managed to fill them all yet,” Mike says.

“I’d say we overnight maybe four or five times a year at the most, but I’ve chucked an extra mattress on the bunk to make it a bit more comfortable.

“When you sleep in them it’s easy to stand up and get changed. And you’ve got all your controls on the back wall of the sleeper for locking and the interior lights.

“The cab has plenty of USBs and CarPlay which I use all the time. I play Spotify off my phone, and you can talk your texts through to the office.

“The touchscreen is brilliant and so easy, and the phone is probably the clearest handsfree kit I’ve had. Everything is very user friendly. You don’t have to reach for things.”

As well as the centre stack being angled towards the driver, the multifunction flat bottom steering wheel has controls for the infotainment system and the cruise control.

The engine brake and gearshift selectors are on the right hand steering column stalk with the left stalk being the home to the indicators, wipers and high/low beam switch.

Mike Norton needs all the manoeuvring room available to get the 9-axle unit through the gateways at a Mason’s Flat farm.

36 | Truck & Driver

The steering is tilt and reach adjustable and the cab is trimmed in a typical Euro style with a graphic style insert running through the door trims and lower dash.

In addition to the interior stage there are four exterior compartments under the flaps in the cab.

“There’s plenty of space in the outside lockers but the only thing is being European, the tools come set-up in the right hand locker, and we really need them on the left,” Mike says.

When we depart from the third property it’s time for Hayden Woolston to take over for the drive back to Glasnevin via Waikari and SH7. Our load has grown to 564 lambs plus nine hoggets.

“There are some good 40-42kg lambs, so we’ll be about 47.5t all up today. A full 54t load can be up to about 650 lambs,” Mike says.

The S-Way makes effortless work of the mostly flat run south on SH1 through the very busy Amberley and Woodend townships. The quietness of the powertrain and the well-managed airflow around the A-pillars and mirrors puts the focus on some highway wind noise being produced from above the cab.

Mike reckons it’s the accessory light bars and some disrupted movement of air around the roof hatch. He loves those lights, however.

“It sounds like it’s coming from up there, but it doesn’t get too bad,” he says.

“The main LED head lights are good, but the extra ones light up the whole road and the verge as well. When you’re doing long runs in the middle of winter you want as much light as possible.

“When you pull into a farmer’s yard at night it really lights it up. You never know when there’s something like a hidden set of harrows lying in the grass.

“On the X-Way we had the four big round ones on top. It’s like the tarseal is still steaming when you go over the top of it. I reckon it was just a bit too bright and there was a lot of reflection back from the yellow road signs.”

With 12 months behind the wheel and having driven the S-Way in combination with two different trailers and at three different permitted weights, Mike Norton says he has only one significant improvement to suggest for the Iveco S-Way 570.

“The only thing I’d change is to put airbags in the front. There’s a big crash bar just behind the front bumper and in our situation, it hits the ground quite regularly coming out of driveways and rough ground. On our X-Way with airbags in the front, you can raise it up about 60mm, which is brilliant.”

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F

OR A MODEL DESIGNED PRIMARILY FOR RUNNING ON THE BIG motorways of Europe, the latest generation Iveco S-Way has been branching out into many sectors of the New Zealand road transport scene.

That’s why we are testing the S-Way in the livestock cartage sector.

It’s tough work and in my mind one of the hardest jobs for a truck driver in New Zealand requiring top skills behind the wheel and animal handling.

We catch up with the GVT S-Way 570 at their Glasnevin base for a day of picking up sheep in North Canterbury. The truck is a 9-axle set up equipped with Delta Stock Crates fitted to a new TES trailer.

Once regular driver Mike Norton has completed his morning pickups, we have 564 lambs onboard and are running at 47.5t – still a bit under the full 54t permit.

The 570hp unit is at the peak of the Cursor 13 engine range. The 12.9-litre 6 cylinder engine is paired up with a ZF 12-speed AMT transmission which I have driven in the past on highway and enjoyed.

So, I’m looking forward to this drive with a live and high load on.

The High-roof S-Way cab is spacious and comfortable as we expect from modern Euro trucks. It boasts all the mod cons such as dual fridge/freezer under the bunk, plenty of storage, good cup holders and has almost everything a driver should need positioned on the steering wheel and stalks.

It doesn’t take long to get comfortable, and we are on our way. The engine and transmission work well getting the truck running down the road with easy power delivery and smooth gearshifts.

These North Canterbury roads have a nice flow and it’s an enjoyable cruise as we head out of Mason’s Flat and then follow State Highway 7 back towards Glasnevin.

There are a few intersections to travel through and I find the visibility is very good with the high cab and the mirrors not giving too much blind spot. The smooth acceleration away from intersections is notable and I use the engine brake for most of my drive, keeping it in the second stage.

On previous tests I have noted the gap between the second and third stage of the engine braking seems too large. But with this truck and on these roads, I actually find it works well having the gap as you just sit in second and use third when needed.

The noise levels in the cab are good and the ride quality seems comfortable, although there is a little bit of cab sway – about what is expected out of high cabs like this. There is a little wind noise coming from the top of the cab and I agree with Mike that it’s most probably coming from the aftermarket light bar.

The S-Way comes with a full safety package which includes adaptive cruise control, electronic stability programme, ASR traction control, advanced emergency braking and hill hold function all of which are commonplace in modern trucks. I turned off the lane departure warning on the narrow country roads as it just gets annoying.

As my drive comes to an end, I have to agree with Mike that driving trucks can be like being a paid tourist. For me that’s particularly evident in the South Island and it’s even better in these latest generation trucks.

You need to remember some people spend thousands of dollars to visit

38 | Truck & Driver

Hayden Woolston

New Zealand and enjoy the scenery that we get to see as part of our daily routine.

As always, I have to give the truck back to Mike so he can finish his day out. But I’m left impressed at how the S-Way performs in a livestock application. You will mostly see them doing general freight on the main highways, but they also handle the rural work and the challenging roads in the back blocks.

It’s been a good test – not just behind the wheel. I even got to wrangle a couple of escaped lambs during the day to show the Canterbury farmers that the kid from Ngaruawahia has still got it.

• SPECIFICATIONS • Iveco S-Way 570 AS 8x4 Engine: Iveco Cursor 13 in-line six cylinder Hi-eSCR (Euro 6, Step E) Capacity: 12.9-litres Maximum Power: 425kW (570hp) at 1600-1900rpm Maximum Torque: 2500Nm (1843 ft-lb) at 1000-1605rpm Fuel capacity: Diesel 480 litres, AdBlue 50 litres Transmission: ZF 12TX 2640 TD 12-speed automated manual Ratios: 1st – 16.69 2nd – 12.92 3rd – 9.93 4th – 7.67 5th – 5.90 6th – 4.57 7th – 3.66 8th – 2.83 9th – 2.17 10th – 1.68 11th – 1.29 12th – 1.00 Reverse – 1st 15.54, 2nd 12.03, 3rd 3.40, 4th 2.64 Final Drive ratio: 2.83:1 Front axle: 16,000kg rating Rear axles: Tandem drive with differential cross lock (23,000kg max axle loading) Brakes: Front and rear discs with ABS/EBS and Brake Assist System and Advanced Emergency Braking Auxiliary brakes: 3-stage engine brake, 518KW at 2600rpm Front suspension: Parabolic leaf spring with stabiliser bar Rear suspension: 8-airbag Electronic Control Air Suspension GVM: 30,000kg GCM: 60,000kg

Truck & Driver | 39

Driving the economy

Exports are trending up, one item of positive economic news.

The state or the roads, and the roads of the state T

HE GOOD NEWS ABOUT THE YEAR THAT’S gone is that our exports were up, rising 14 per cent in value to $6.1 billion.

And there was a bit more optimism around. Not a lot, but enough.

The other big plus for the year was the setting in motion of infrastructure projects. But with that came the realisation of just how expensive it’s going to be to be.

For nearly 50 years, the country has operated on a “user pays” model.

Petrol vehicle owners pay Petrol Excise Duty (PED) per litre, while diesel vehicles pre-purchase Road User Charges (RUC) based on distance and axle configuration.

This revenue used to be ring-fenced for road construction, maintenance, and upgrades. Over time, it has also come to be used on public transport, cycling, walking, rail, and coastal shipping.

New Zealand has about 4.4 million vehicles, of which trucks account for about 3.5% (around 150,000). Together, PED and RUC generate about $4 billion annually, with most PED revenue coming from petrol vehicles and the bulk of RUC revenue from trucks. Local road authorities contribute another $2 billion annually from ratepayers to maintain local road networks.

The government’s three-year roading investment package, announced late last year, totals $33 billion—a 35% increase from previous funding cycles. However, with annual income from PED, RUC, and rates at about $6 billion, the Crown currently bridges the gap with $5 billion annually.

The government has signalled this reliance is unsustainable.

So it looks like things are about to change. Declining PED revenue,

by Dom Kalasih Chief Executive Ia Ara Aotearoa Transporting New Zealand

driven by fuel efficiency and the electrification of vehicles, has prompted the government to plan for universal RUC. This shift will require nearly 3.5 million petrol vehicles to adopt a tax model similar to diesel and electric vehicles. While this approach could stabilise revenue, it presents risks in implementation and compliance.

Looking at Other Revenue Streams Other funding methods are being considered. Public-private partnerships (PPPs), like the one used for the 27km Transmission Gully highway north of Wellington, are gaining traction. These partnerships involve private consortia financing, constructing, and maintaining roads.

Toll roads are also on the cards. While the tolling of new roads, which are a new and better alternative, appears to be reasonably well accepted, there is much less appetite for the tolling of replacement roads.

Congestion pricing is another possibility, but progress is slow. For instance, a proposed congestion charge for a major port has been shelved for now.

In my opinion one thing that is common to all this is that the cost of road transport will increase and as the revenue generating channels increase, providers of heavy transport services will play an increasing role as tax collectors.

Hopefully the administrative costs associated with this will be manageable and customers will accept these charges being passed on.

But in reality this is nothing new – it will be more about a shift in the respective proportionality of how the costs components of transport services are made up.

Truck & Driver | 41

Driving the economy

Funding methods including public-private partnerships (PPPs), like the one used for the 27km Transmission Gully highway north of Wellington, are one solution to financing, constructing, and maintaining roads.

Zero-Emission Vehicles and Policy Gaps

The Fleet Saver Debate

Across the Tasman, Australian road agencies are granting zero-emission heavy vehicles exemptions for higher tare weights, reflecting their environmental goals.

New Zealand, in contrast, is still deliberating on a similar policy, despite the sector’s calls for action. Given New Zealand’s reliance on international manufacturers, delays in aligning with global trends risks compromising future vehicle supplies.

We may be much better at rugby than Australia, but to be honest I’d give that advantage away if it meant we could be better than them at making all our transport policy decisions faster!

Lastly, the government ’s cost-cutting measures have raised concerns about plans to end the successful Fleet Saver truck safety programme.

ACC says the industry could build a similar system but stopping a successful programme on the basis that there is potential to build and replace it with something similar seems an unnecessary waste of time and money.

We need to be smart, we need to use common sense. I think less dogma and much more pragmatism would make life easier, and better, for a whole lot of New Zealanders.

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

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42 | Truck & Driver

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Driving the economy

Team Lead, Dr David Alabaster, left, Transporting New Zealand’s Billy Clemens, and senior construction engineer, Rob Craw, discuss how the testing is conducted.

By David Killick

Tar wars: this new road formula lasts and lasts

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NNOVATIVE ROAD SURFACING PRODUCTS developed in New Zealand have the potential to improve road surfaces everywhere.

The products use epoxy blended into bitumen to make the road surface last much longer.

The surfaces are also quieter, quicker, and safer compared with both current traditional surfaces.

EMOGPA (Epoxy Modified Open Graded Porous Asphalt EMOGPA has been extensively developed and tested at CAPTIF (The Canterbury Accelerated Pavement Testing Indoor Facility), NZTA Waka Kotahi’s road research centre in Christchurch.

Team Lead, Dr David Alabaster, says EMOGPA is also more sustainable, with reduced embedded carbon.

The Epoxy bitumen used in EMOGPA was originally developed

by Shell Oil during the Cold War as a material for building runways that wouldn’t melt as jet fighters took off. Although the epoxy used in the manufacturing process is imported, the EMOGPA concept was developed in New Zealand with WSP Research and Fulton Hogan, with all major contractors now supplying the product.

“Using Epoxy bitumen in EMOPGA is 30% more expensive initially than using conventional bitumen, but long-term it’s more economic,”

44 | Truck & Driver

says Alabaster.

The old solution was OGPA (Open Graded Porous Asphalt). If used on Roads of National Significance (RONS), it would have an average 7.2 year lifespan, compared with a 40-year life cycle for EMOGPA. That makes it 1/6 of the cost to use in the long run.

Alabaster says bitumen oxidises and gets brittle as it ages. EMOGPA reduces oxidation, and the new surface for motorways is also quieter.

Alabaster says another innovative product in field trialling is epoxy bitumen chipsealing, which can be used to repair badly flushed chipseal surfaces (the most common surface used on New Zealand’s rural roads).

Epoxy binds to chipseal and stops the bitumen tracking down the road. In really bad cases the only solution had been re-laying the whole road – the new solution is reducing the need for transporting and laying an aggregate base layer.

The surface is also more resilient, in both hotter and colder conditions, with no texture loss from the field trials suggesting it will last considerably longer and can also be made quieter.

It is applied just like a conventional chipseal, with the only noticeable difference being the spraying truck has two tanks on the back. “For flushed chipseal, it’s a very good life-cycle value-for-money proposition,” says Alabaster.

Driving the economy

Research to spin your wheels on

C

APTIF WAS ORIGINALLY SET UP BY THE University of Canterbury 1970, and had a major upgrade in the mid-1980s. It is now maintained by NZTA Waka Kotahi and is one of 40 similar research facilities around the world and the only one in New Zealand.

CAPTIF’s slogan is “real loads on real roads”.

Testing takes place inside a concrete structure to give maximum control.

At the heart of the facility is the Simulated Loading and Vehicle Emulator (SLAVE). It consists of a pair of rotating 9.2m arms connected to a road wheel that spins around a circular track. The maximum speed is 50 km/hr but it looks faster than that if you’re standing nearby!

The machine simulates all kinds of different loads, pavements and surfaces, explains senior construction engineer, Rob Craw, who throws a switch to literally set the wheels in motion.

SLAVE can run 24/7, with two wheel paths realistically simulating dynamic loads, with steel or airbag suspension. Up to six 10m test sections can be laid, allowing precise measurement of pavement performance.

CAPTIF can simulate the equivalent of 40 years of loading on a road as busy as the Huntley Bypass in 18 months. When testing new ideas, the alternative, says Alabaster, would be to wait for 40 years.

Temperature also fluctuates wildly on New Zealand road surfaces, from a winter low of minus 25.3degC to a summer high of 78.4degC; CAPTIF can replicate a range from 80degC to minus 35degC.

CAPTIF has generated considerable national and international interest, says Alabaster, from research projects for the OECD into roadfriendly truck suspension, to international researchers wanting to calibrate advanced pavement design models.

Research outputs are used in the NZTA’s pavement design, surface design, and materials assessment, with implications for RUC (Road User Charges), HPMV route studies, and dTIMS (deterioration modelling).

A spinning arm connected to a road wheel tests a series of roads surfaces in all kinds of conditions at CAPTIF (The Canterbury Accelerated Pavement Testing Indoor Facility), NZTA Waka Kotahi’s road research centre in Christchurch.

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Truck & Driver | 45

Driving the economy

Making the country better through productivity C

AM BAGRIE DOESN’T HOLD BACK ABOUT HOW dire things are in New Zealand.

The new board Chair of Transporting New Zealand says everything has to improve.

If we don’t boost productivity, he says, we don’t grow the economy, and if we don’t do that, people start going to places where they can do better.

“If you have a low-productivity economy, then your living standards go nowhere. And if your living standards are going nowhere, all the young people bugger off.”

Bagrie says New Zealand has a weakness in management skills. One of the ways this shows up is in many NZ companies not taking up new tech.

He points to the OECD’s 2022 economic assessment of NZ: “Management boards in New Zealand’s firms are often more focused on preserving existing value and regulatory compliance than on growth strategies.”

Some of our inefficiencies can be put down to a number of companies being, to put it nicely, competitor-lite.

“When you are shielded from competition you tend to take the easy road and not be quick adopters of technology, for example,” he says.

“Look at the groceries sector, banking, some of the parts of the construction sector.”

Anybody who has heard Bagrie talk at events in recent years has heard him say tough times make companies better.

“The strong take over the weak… and ultimately you end up with better businesses.”

G

A trucking youngster Bagrie got to see the trucking industry from up close at a very young age, living in Clydevale, not far from Balclutha.

“My dad had a couple of trucks, so some of my earliest memories are being transported around in them.”

The family then moved to Alexandra, where his dad drove for what was then Alexandra Transport. Bagrie went to Otago University, where he had plans to be either a lawyer, or an architect, but he went with economics because he found it more enjoyable.

“You always do a little better with the topics you enjoy.”

He did a master’s degree at Canterbury University and ended up at Treasury, which is not a bad place for a young economist. He then joined the National Bank and then ANZ, where he was chief economist for 11 years.

One of the initiatives developed in his time there was the Truckometer, which measures the amount of light and heavy truck traffic on the roads to give a feeling for the levels of economic activity. It was created by another ANZ economist, Sharon Zollner.

“Sharon’s husband Ernst was working at NZTA and when she joined the economics team she said, look, there’s this information that’s sitting 46 | Truck & Driver

New Transporting New Zealand chair Cameron Bagrie has a bold vision for the road transport industry. there, let’s do something with it. I let her loose, and she got stuck in to all the data.”

The Truckometer is still used as a way of getting a good snapshot of economic activity.

“It’s not perfect but it’s timely and very useful. Its shortcoming though is we don’t know the loading, how full is the truck, has it got a backload, etc.”

Making things happen There are a couple of things Bagrie wants to see happen as chair of Transporting New Zealand. One is to lift the membership base, which means providing even more services that members want.

That’s aligned to another vision, which is to have one representative body for the road freight sector.

“If there is a way for that to happen, I’ll be open to that.”

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Shona Robertson received the Trackit Logistics Outstanding Contribution by a Woman in the Road Transport Industry award at Transporting New Zealand’s Napier Seminar.

By Bill O’Byrne

Wanting more success for everyone A

S THE CEO OF ROAD TRANSPORT LOGISTICS (RTL), based in Tapanui, West Otago, Shona Robertson’s vision was always to create an innovative, progressive company focused on sustainability, customer service and smart solutions.

She says with the amount of change happening everywhere, in all industries, the whole industry must be adaptable and open to change.

Shona received the Trackit Logistics Outstanding Contribution by a Woman in the Road Transport Industry award at Transporting New Zealand’s Napier Seminar in October.

CEO Dom Kalasih says Shona has been an incredibly hard worker for her local area, being president of the local rural sector group.

“She’s also been a brilliant spokeswoman for the industry at a national level, where her experience has been called on by ministers and government departments,” Dom says.

She was born into the transport industry. Her dad, Jim Dynes, who passed away in September, founded Dynes Transport with his brother John in 1969. Her mum, Anita, was the first woman to be inducted into the New Zealand Road Transport Hall of Fame.

Shona told the Otago Daily Times that while it is still a very maledominated sector, it has been great to see more women coming through to add other viewpoints, and other voices to the sector.

“There’s a big challenge in the industry at the moment and it’s not just our industry, it’s right across New Zealand. The world is changing really quickly, and a lot of the people don’t like change,” says Shona.

She says bringing in a more diverse group of people will help with new ideas and bring in more efficient solutions. She’d also like to see the sector marketing itself as a good industry to be in.

“We’re not promoting ourselves enough. The transport industry is an integral part of New Zealand’s economy and we’re actually a bloody cool industry to be a part of. There are so many different roles within the industry, and we don’t market that enough.”

The problem, Shona says, is everyone is “too busy, bloody working at the coal face and trying to survive!”

She said she was very grateful for the award.

“Our industry is full of unique, hard-working people that are forever burning the midnight oil to try and find solutions for our customers. The world has changed a lot over the last few decades so it’s really important that our industry keeps up!”

She says bringing new people through the right way is vital.

“We’ve got to invest in the next generation of drivers. We can’t just put them behind the steering wheel of a truck and say, ‘there you go’. We actually need to give them quality training and time and to help them understand the required work ethic and initiative that’s needed to be a professional truck driver in today’s world.”

Shona says she is keen to see people move into the sector groups, such as the Rural group she has been a key part of. However, there are issues which many freight firms are dealing with.

“It’s important we all start working together within our industry to ensure there is a future for our businesses and our team members. The transport sector is seen as being at the end of the food chain. Because we’ve got big shiny trucks, people think we must have plenty of money.

“We work so hard, and we aim to please because we’re all about the service. But sometimes we’re not actually looking after ourselves.”

Other critical rural issues include the need for more effluent disposal and changing land use in farming. This has resulted in less livestock to cart, making it as tough a time for many rural operators, as it is for farmers.

For transport, she sees more amalgamations and “right sizing” of fleets happening – all of which comes back to her call for working smarter, taking advantage of technology and broadening the brainpower of the sector.

“It’s all about the people. Your company’s brand is only as good as the person that’s driving your truck and on the end of the phone delivering the service.”

These people deserve to be noticed, says Shona.

“There’s some pretty special people in our industry and I just don’t think we acknowledge that enough.”

Truck & Driver | 49

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The Robson Environmental Services vacuum trucks are the Swiss Army knives of the operation, set up to handle a variety of activities.

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FLEET FOCUS

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TD35022

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

Septic tank cleaning has been a service offered by the company since its inception.

S

TART THE OLD NORTH OF ENGLAND BUSINESS-RELATED quote and Murray Robson will finish it off seamlessly: “Where there’s muck, there’s money, that’s very true. But what’s even more important, you have to work really hard to find it.”

With just a handful of months to go to rack up a half-century in the business of muck, Murray has seen highs and lows beyond number. And far from it being an automatic source of wealth, a steady golden-brown stream if you will, the muck has at times being a capricious will ‘o’ the wisp – fluctuating with changes in agricultural fashions, coming and going in response to regulatory changes, shrinking temporarily in the face of competitive pricecutting.

Some companies might have folded in the face of such ups and downs of fortune, but Robson Environmental Services seems to have thrived, building a reputation as innovative and quick-responding, able to come up with homegrown solutions to technical challenges rather than accepting off-the-shelf answers.

In its own way this could be a reflection of Murray’s willingness to have a go at anything, for his introduction to the business was far from being part of a long-range plan, but more an example of happenstance.

As he explains: “I’d been bought up a city boy, in the Christchurch suburb of Woolston, but I liked the rural life, so when I started working it was in the farming sector. By my late 20s I was married, with a young family, and had bought a small property at Prebbleton to the south of Christchurch.

“I was still working in a salaried farming job, but we also ran a few pigs on the property. Then, Colin Hamilton, the contractor who came every few months to suck out our effluent, told us he was closing the business up.

“It wasn’t a huge deal for us, but for some of the big eggproducers in the area it was very much so, for their manure output

needed constant attention. One of them suggested I could buy the business, and helped with a loan for the capital outlay.”

From the beginning the operation was part-time, allowing Murray to continue with his main job. But that balance was shortlived, he recalls: “When we started we were handling only fowl manure and pig manure, sucking it from their effluent ponds and spreading it onto pasture.

“Then I got a call from a local freezing works, to clear one of their sumps. This led on to quite a bit more work, unblocking drains and draining sumps whenever a pump failed.

“Eventually I scored more freezing works as clients, plus other industrial operations like wool-scourers. I had gained resource consent for the disposal of their products, so that the individual companies didn’t have to go through the process themselves.

“I had a little brochure printed up on thin cardboard, an A4 sheet folded over to make four leaves, headed by ‘Murray Robson, Liquid Manure Contractor’ and detailing our services. There was also a technical comparison of fowl manure against standard fertilisers, and a list of the various applications where it was beneficial. As I was moving around the area, every time I came across a farmer I would introduce myself and hand over one of these brochures. Bit by bit it gained me more work, especially from the growing dairy industry.”

Murray’s entrepreneurial streak didn’t finish there. He quickly became celebrated for a series of ads in the local free newspaper, aimed at the owners of rural blocks with septic tanks. At times they pictured him sitting on a toilet, chewing on a sandwich or a burger, with taglines that included ‘It might be poo to you, but it’s my bread and butter!’

As a publicity initiative, the ads worked brilliantly, he recalls: “I could be in the pub, and people would ask, ‘When’s your next ad coming out, Murray?’ I even had a woman ring me once to say how Truck & Driver | 53

TOP (clockwise from left): At times, the company’s work has taken trucks seriously into the South Island high country… Murray and one of his early units. When times were busy, he’d sometimes hire a truck and fit a tank to it…

Keiran, Justin, and Murray Robson, co-owners of Robson Environmental… Murray and Justin pictured a few years ago… The business started with this TK Bedford and next in the fleet was an International ACCO… From a very early age the boys were entranced by machinery.

Bottom, left: There has always been a range of truck brands in the fleet

Bottom, right: Effluent spraying onto rural pastures is a core activity

much she enjoyed them, and ending up by admitting she didn’t have a septic tank, but if she did she would definitely use me!”

The original truck was a Bedford TK fitted with a Leyland Powerplus engine, and the vacuum tank system being run by a separate dedicated engine, a layout still favoured by Robsons.

As the operation grew, Murray would sometimes hire a truck and chassis unit and fit a tank to it, he says: “That way, if the work slackened off, I could take off the tank and return the hire truck, but when it became more consistent we could buy and build up a new dedicated unit.”

A variety of trucks followed the original TK Bedford. They included International ACCOs and S-Lines, and a couple of Mercs.

Some were bought just for the cab and engine. They had their

54 | Truck & Driver

chassis cut off and the rear section, including the tank, was fitted.

Later came the Japanese brands, primarily Isuzu and Mitsubishi.

The 24-strong current fleet still features a variety of makes, though of late Iveco has been preferred.

Murray has now retired from the day-to-day running of the company, and can be found most of the time in his slice of paradise in the Marlborough Sounds. At the helm now are sons Keiran and Justin, supported by their elder sister Nicole as office manager at the company’s headquarters in Hornby, Christchurch.

Another sister, Kylie, lives in Australia.

What looks at first glance to have been a classic family-firm progression was anything but. Though the boys were mad on trucks and heavy equipment when they were young, all four

children found career paths away from Robsons. Nicole’s was admin-related, while Keiran completed a mechanic’s apprenticeship with Truck Stops.

In the early 1990s, after six years there, he had bought a truck and was planning on joining his father as an owner/driver when a chance came up to work in the Western Australia grain belt. The original plan was for a short stay, but the Australian trip extended to nine years after he shifted to Sydney and began working as a machine operator in a quarry there, rising to manager before returning to join Robson Environmental.

Justin says that his tale was somewhat similar: “I left school quite early and went to work on a local sheep and crop farm. It was quite old school; whatever needed doing you did it – there

was no specialisation. They also grew onions, so I had a spell in the packing shed as well, driving a forklift and grading the produce.

“Then a job came up, repairing tractors with the Case dealership in Leeston. They offered me an apprenticeship and I stayed with them for several years. I really enjoyed my time there though I didn’t get to finish my apprenticeship. After that I worked briefly for my father before moving to a stint with a local cartage company and some time with an agricultural contractor in the area, both of which I enjoyed, because they offered a wide variety, including driving tractors and trucks.

“After that there was a spell of just over a year in Sydney, working in the same quarry as Keiran. When I returned I worked

Truck & Driver | 55

Right: Justin Robson with sister and office manager Nicole.

Below & insert: Trucks do most of the effluent spraying onto paddocks, but sometimes other methods are used.

for a while with Fulton Hogan, operating a mobile crushing plant.

“At the time (the mid-2000s) Dad was struggling a bit for lack of drivers. I said: ‘You put on another truck and I’ll come work for you.’ His response was: ‘You buy a truck yourself and work for me.’

So I did, bought a new Isuzu, with the business helping to bankroll me, and went to work as an owner/driver.

“The Isuzu was just a cab and chassis and it had the tank and vacuum gear added to it by Bruce Sands from Nationwide Stockcrates (SI), who at the time was still operating out of the site we now own.

“However, it was still a struggle for the old man. I was having to be quite money hungry to pay off my truck, so even the extra work I was doing wasn’t helping his bottom line all that much.

It was obvious something more needed to be done, so he got in touch with Keiran, who came back from Aussie, and Robson Environmental Services was reorganised with the three of us as equal shareholders.

“By 2009 we had just the four vehicles, being operated by Dad, Keiran and myself, plus a salaried driver. That year we put another massive financial noose around our neck by buying the yard we’re in now.”

The new site had previously been home to Brightling’s Transport and Nationwide Stock Crates. Though at the time it was far more than the company needed, the wisdom of the purchase has become evident over the intervening 15 years.

Then came the Christchurch earthquakes, with everyone who

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Above: Massive stock effluent ponds are emptied regularly.

Below: Tractors are used for the bigger pasture spraying units. could pitching in to help with the cleanup. Robsons put several new vacuum trucks on as part of a team working to camera-check and clear out blocked and broken sewers.

However, the company remained conscious of continuing to look after long-term clients, says Justin: “Even though the earthquake recovery work was urgent and pressing, when dairy farmers need a truck they need it now, so we worked hard to ensure we could be on hand all the time.”

Murray adds that the aftermath of the clean-up put pressure on rates: “Every man and his dog had bought a sucker truck and descended on the city. It was great while it lasted, but after the clean-up was finished, it became a bit of a race to the bottom as far as rates went for those who decided to stay on. We had a major client who left us at that time because they felt we were too dear, but I said, ‘That’s the price.’

“So they went elsewhere, and we parked a couple of trucks up.

Three months later they were back, happy to pay our price, because they were getting poor service from the new mob. I never wanted to be the cheapest in Christchurch, I wanted to be the best.”

In the decade since the earthquake work tailed off, Robsons has continued to grow, the process boosted in 2014 by the purchase of

Charlies Takeaways, servicing South Canterbury with core activities (septic tank cleaning, farm effluent disposal, liquid waste removal, grease trap cleaning, and water jetting to clear blocked pipes) very similar to Robsons. Though fully incorporated in the parent company, Charlies continues to carry its red and white livery and branding.

For its part, Robsons began with a largely blue colour scheme, which has evolved over the years to become a blue stripe on white truck cabs, plus blue tanks.

A more recent acquisition has been Ashburton-based Matt Lovett Slurry, which boosted the number of dedicated tractor tankertrailers from two to six. The smallest one is to be sold, leaving the company with five in the 30,000-litre range. Lovett’s used tractors to tow their tanks, where Robsons have traditionally had a mixture of trucks and tractors.

In the early days of their involvement with the company Keiran and Justin were both on the trucks, but bit by bit Justin inherited more of the office side of things, while Keiran prefers to be more in the field. He operates out of the Rakaia depot, where a good deal of the work lies in servicing dairy operations, vacuuming out the sludge in settlement tanks and spreading it back onto pasture.

Truck & Driver | 59

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Above: The workshop routinely set up new units, marrying the tanks and associated gear with truck chassis and bodies.

Below: Iveco Trakker 6x6 and trailer unit on its way to another rural job.

Liquid fowl manure is largely a thing of the past, for now it is mixed with the sawdust from the floor of the barns and dry-spread.

Rural septic tank cleaning remains a large part of the Rakaia-based business, as well as spreading the waste water from trucking company wash bays.

Several types of equipment are used for liquid spreading. They range from splash plates and spray bars through to more high tech injection units, which use disks to make shallow cuts into the surface and allow the liquid to be placed down at the root level for the grass.

Compared with more traditional spreading methods, this injection technique has several advantages, including reduced drift in windy conditions, more accurate placement, less run-off in subsequent rain and the ability for pasture to be grazed sooner after application.

Cattle-related work accounts for nearly half of Robsons’ activity.

Justin admits that being the focus of the company’s administration activities can at times be stressful: “Until a couple of years ago we had a lady in the office. She was with us for 12 years, had grown with the company, and was absolutely invaluable. Not all drivers have the same level of skills, and she knew which truck and driver combination would be best for a particular job.

“But two years ago she left to take up another position, and since then our eldest sister Nicole has stepped into the breach as office manager. And now we have another lady helping her in the office, and between the pair of them they are doing a very good job.

“On top of that we have a mate of Keiran’s to give me a hand with dispatch and day-to-day running – so I’m starting to get a life back, finally!”

Nicole has been working in the office since early in 2023, having started in response to a cry for help from Justin. As she explains, previously her hands had been full looking after a lifestyle block and four children: “However, at the time our youngest had started high school, giving me more chance to help out. It started off as a few hours a week, but quickly built up...and I’ve never left!”

While the tractors concentrate mainly on the rural effluent spreading, the trucks cover a wider range of activities. Three smaller units, concentrate on septic tanks and grease traps, while the bigger ones in the fleet are real multi-taskers – like Swiss Army knives, they are set up to handle a full range of jobs.

As Justin explains: “You can set up a basic vacuum unit, which is designed basically to be static most of the time when it’s working – sit in the one spot and suck. Ours have to be a lot more flexible, we need them to do that as well, but then to drive into a paddock, flick a switch and transform into an off-road spreader.

Innovative thinking has been a feature of Robsons since its inception, says Murray: “When we started, we had manual valves on the tanks and a pull-start subsidiary engine. I quite quickly realised that these things were costing time, and therefore efficiency, so we developed a key start for the engines and a remote pneumatic valve

Truck & Driver | 61

Left: Justin Robson busy running the day-to-day logistics at Robson Environmental.

Bottom: Hino 1628 is part of a varied fleet of Robson Environmental trucks.

system, so you didn’t have to leave the cab. In addition, for many years I set up all the specialised wiring in the trucks myself.”

Another concept under development is a variation on the conventional truck and trailer ground spreading technique – where the truck does the spreading, and after the first load the contents of the tanker are transferred to the truck. The modified proposal is to have the spreading gear on the trailer and to use air pressure to transfer the effluent from the truck through to the trailer. The only drawback with this proposal is that in the later stages the truck is empty, meaning the lack of weight compromises its driving ability on soft ground. The answer has been to use 6x6 Scanias, of which the company now has three.

When it comes to vehicle replacement, says Justin, the process is very fluid: “They have a pretty hard life, slogging up and down in paddocks. And the individual drivers can have quite a bearing on how long a truck lasts. Our buying policy over the past few years has been driven mainly by the growth that we’ve been experiencing, where we just need to bring a new truck on to handle the extra work, rather than replacing a worn out one.”

The mileage covered by the trucks is certainly not a factor in their disposition. More often than that it’s the consistent wear and tear on the specialised equipment that is the determinant for updating or replacement.

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The two on-site workshop technicians to handle general repairs as well as setting up new vehicles. A contract engineer provides final certification, but as Justin points out, the team has the engineering nous and mechanical ability to handle virtually any job that comes their way: “General servicing and C.O.F. work for the trucks we generally leave to outside specialists. Setting the workshop up for this would mean a whole new ballgame, and the current staff have more than enough on their plates with ongoing R&M for the specialised equipment.”

He admits that muck spreading and sump cleaning aren’t the cleanest and most glamorous driving jobs, so finding and retaining good staff is always a challenge. Occasionally using a temp agency has proven to offer a greater level of flexibility, for both company and drivers, he adds: “That said, a lot of the guys say they love the job because of the variety it offers.”

Looking back at the approaching half-century of a company that started almost as a stop-gap, but has grown into a serious player in the segment, Murray Robson is proud that the innovative approach that was his hallmark has not been lost in the generation shift: “The boys grew up learning from me how to pull things apart and reuse the components in other applications, and it’s something they’re still putting into practice.”

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National Road Carriers

s

Do you have skin in the game?

s

Justin Tighe-Umbers, CEO, National Road Carriers Association

S

5 b

nz

TD34859

e

OMEONE ONCE SAID BAD STRATEGY IS JUST A STATEMENT of desires rather than a plan for overcoming obstacles. Wise words.

National Road Carriers have been consistently calling for a 50-year plan for roading. We got 30 years with the National Infrastructure Plan. We’ll take it.

But we haven’t stopped there. The NRC Board and the team have been taking a long, hard look at what this industry needs to be successful now, and into the future.

We’ve established our clear vision: we are here to build a safe, effective and resilient supply chain that supports productivity and prosperity for our members and the wider industry.

This is about setting the conditions today that enable the transport sector to thrive tomorrow, and beyond.

So far, so simple. Or is it?

The challenge confronting New Zealand is that right now we have a bunch of foundational changes happening all at once. And as every good structural engineer knows, the more foundations you fix at once, the more unstable the building becomes.

We have a roading infrastructure deficit and the plan to address it has a $6 billion funding gap forecast by NZTA by the end of the decade. At the same time the bonnet is up on how we pay for roads, with fuel excise duty take falling away as engines get more efficient and EVs grow. In the middle of all of this we have an emissions reduction plan that demands an ambitious replacement of the transport fleet from fossil fuels to zero emissions vehicles.

Sharp-eyed readers will notice none of these big-ticket items have the objective of improving productivity, efficiency or safety of the freight task.

Keeping our eye on this ball matters. Get it wrong, dent freight transport productivity and that adds up to everyone having to pay more for all their goods as more expensive transport costs are

tacked on. Something our fragile economy can ill afford.

Don’t get us wrong – NRC support these initiatives. We want better roading, so we are going to have to find better ways to pay our fair share for them.

We want to reduce carbon emissions of the road freight transport fleet. Our future depends on it.

But we don’t want them at the expense of productivity, efficiency and safety. They have to be an “and” and not an “or”.

So, who is keeping their eye on freight efficiency as an explicit goal in government?

We’ve asked around, and we are not liking the answers.

Not one to sit on the sidelines complaining, NRC is picking up the ball ourselves.

Our call to government is clear: every initiative that impacts the freight task, in government and across industry, should be delivering productivity, efficiency, safety or resilience gains. If they aren’t, then we need to ask why are we doing them?

How do we do this?

Transport must be planned as a system, with energy planning in lock step. We need to closely align across transport modes – road, rail, shipping and aviation. The tendency to play one mode off against another as budget winners and losers needs to stop. A more mature view of working together to grow the freight task pie needs to replace it.

And we need to demand aligned plans and policy objectives from the myriad of government departments, ministries, agencies and organisations that cut across transport.

It’s a big challenge – but NRC is ready. Are you?

We can’t do it alone. We’ve got your back, but we need the road freight industry behind us.

Remember: No skin in the game, no right to complain. So, step up. Join us and be part of the solution.

Truck & Driver | 65

National Road Carriers

Short stretches of concrete roads are a no brainer

By Justin Tighe-Umbers, CEO, National Road Carriers Association

I

N A PERFECT WORLD, ALL OUR ROADS would be pothole free and, for the next 40 years, there would be few road cones and no long queues next to the stop-go sign.

In a real world, we’ll settle for a step towards nirvana via short stretches of concrete laid on roads with high traffic density.

New Zealand relies on 168,000 heavy trucks on the go across New Zealand, with road freight accounting for 93% of goods delivered in our country.

From what we can see, we know concrete roads have a place in keeping our economy moving. That’s why we’re interested in the Case for Concrete Roads, a new report

by Infometrics released by Concrete New Zealand in November. It shows concrete roads can be safe and long-lasting with savings of up to 20%, compared to traditional roads over 40 years.

It suggests we’ve been taking a “penny wise, pounds foolish” approach to roading.

We’ve been putting our road funding into short term, cheaper solutions that cost more over time, rather than looking at more expense up front but greater savings over the long-term.

We can already see benefits from the few concrete roads laid in places like Napier’s

port roundabout, Tauranga’s road to the port and the new stretch of road in Hamilton.

Tauranga’s concrete road took one night of closure to lay. And that’s it. One of our bottlenecks, formerly littered with road cones and potholes, is now a set and forget road.

We get it. New Zealand can’t afford to have all our roads in concrete. These roads are expensive and the payoff in a country with a low population would be difficult to justify.

We can, however, look across the ditch to Australia and adopt elements of their approach. They are paving their most heavily used corridors in concrete. Victoria has developed a low-carbon concrete for roading that uses waste clay as a replacement for some of the cement binder in concrete.

In South Australia, the region's first major concrete road is expected to almost halve future maintenance costs. Our country can’t afford as much as Australia. But we can take a `lite’ approach.

While large chunks of New Zealand’s highway are pretty good, there are some hot spots, repeat offender locations where drivers have to put up with constant road works, detours and pot holes.

There are some places that just have more traffic and more heavy traffic - the Golden Triangle between Auckland, Tauranga and

Concrete road building on the Nambucca Heads to Urunga Pacific Highway in NSW, Australia.

66 | Truck & Driver

Hamilton and also SH1 north of Levin.

We can see the benefits of fewer delays due to roadworks and detours, less damage to vehicles, and lower fuel consumption on smoother roads.

Interestingly, while the report suggests emissions associated with producing concrete roads are about the same as traditional, petroleum-product roads, they can be lowered further by using low carbon concrete products which are already available in New Zealand. And they also absorb CO2 which is recognised by the United Nations.

We have a golden opportunity right now, as we celebrate the success our success in getting a 30-year plan built into the Government Policy Statement on Land Transport.

Next month, the new National Infrastructure Agency (MIA) will begin mapping out a 30-year plan for all essential infrastructure in the country.

I’d suggest converting short stretches of roading with high traffic density to concrete would be a no-brainer.

A plan that includes concrete roads would help save millions of dollars by putting a chunk of funding up front into long-lasting roads instead of spending even more over years of maintaining the worst bits of cheap roads.

Not to mention saving fuel, truck maintenance and giving contractors confidence in a long-term (30 year) pipeline of work, allowing them to invest in a longterm workforce and plant without fear of a project getting culled next election, or the need to price in the risk of such a culling into their contract rate.

Transport is going through several once a generation transport system changes which are far reaching in their impacts and will determine how efficiently the road freight sector will operate.

Short stretches of key, high density traffic roads paved in concrete should be high on the agenda.

National Road Carriers

NRC Chair, Ian Newey

I

T’S NOT UNCOMMON IN THE CIRCLES I FREQUENT TO HEAR, “I DON’T really see the point of industry associations.”

This is often followed by complaints about the lack of engagement from policymakers, the media, and the public on how tough it is for small to medium businesses these days.

The second part is true – it is tough. But it’s far tougher for a small business going it alone, with no industry support or awareness of looming legislative changes. The days of public bar politicking moving the dial are, in my opinion, long gone. Today, operators need to understand that the power lies in the collective, not the individual.

Collaboration with regulators is key to shaping outcomes that benefit the wider industry and the country.

If you’re not supporting your industry association, you lose the right to complain about government actions. Sitting on the sidelines achieves nothing. Contributing to an association such as NRC helps deliver the strongest possible voice on your behalf.

And we are seeing success. NRC called for long-term infrastructure planning, leading to the creation of the National Infrastructure Agency and a 30-year road plan. We advocated for better roads, which brought back nationally significant routes and fast-tracked projects like the Brynderwyns replacement. Our push for improved maintenance led to the pothole fund and required RCAs to repair them within 24-48 hours.

These wins didn’t happen by chance. They are the result of a robust, planned advocacy program designed to influence policymakers and shape a sustainable transport industry. Our discussions with officials foster trust, while a wider communications program raises public awareness. These actions, combined with formal submissions, create the operating environment transport operators rely on.

Some of our work is visible. You may have caught Justin or James talking to Mike Hosking about the latest infrastructure announcement.

Maybe our resident RUC audit expert Paula helped you with an NZTA audit, or Woody guided you through NRC’s Cost Model process to improve your operating cost management. But much of what we achieve

The benefits of industry associations over public bar politicking

By Ian Newey, Chair, NRC happens quietly in the background – meeting with officials, shaping regulations, and addressing issues before they become problems.

Take the upcoming VDAM rule changes, for example. These will have a significant impact on the industry. Getting the regulations right is critical to avoid unnecessary costs or restrictions on loads and vehicle types. NRC is already working with regulators to help shape a workable solution.

Our success in similar efforts demonstrates the value of strong advocacy. For instance, NRC fought hard for the regulations and permits needed to enable high productivity motor vehicles (HPMVs) to become an integral part of New Zealand’s freight industry, including expanded access to HPMV routes nationwide.

During Covid, the challenges facing the freight industry were immense – from border testing requirements to freight movement rules. NRC’s advocacy ensured authorities swiftly implemented freight lanes in and out of Auckland, keeping the supply chain moving.

Now, time-of-use charging is a pressing issue. Road freight delivers 93% of goods nationwide. If charges increase dramatically, the economic ripple effects could be severe. NRC’s role is to work with officials to create fair regulations that help reduce congestion in major cities while avoiding unintended consequences, such as higher costs for goods.

A strong industry association like NRC bridges the gap between members’ needs and government objectives, brokering balanced outcomes. We aim to use our influence wisely, encouraging constructive dialogue and respect between the industry and officials. This involves hard conversations, active listening, and bold decision-making. Real solutions come from collaboration, not complaints aired at the public bar.

My advice to any transport operator sitting on the fence about joining NRC is simple: get involved. Not only will you gain access to experts and resources to run your business more efficiently, but you’ll also play a vital role in shaping the future of our industry. Why wouldn’t you want to be part of that?

Truck & Driver | 67

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FEATURE

Doc’s Pride rides again

By Colin Smith Starting in late-1994, Gleeson & Cox added five Western Star 3800s to its fleet, the trucks proving to be a game-changer for the company.

BACK IN 1994, THE DECISION TO BUY FIVE NEW WESTERN Star 3800s turned out to be a success-ful move for Gleeson & Cox. Arriving at the same time as the Auckland company landed some major contracts, the Western Star 3800s were a big upgrade from the International S-Lines which had formed the backbone of the Gleeson & Cox fleet.

Thirty years later, the very first of those 3800s has been refurbished to `better than new’ condition. The rebuild took place in a couple of phases across four years and was com-pleted just in time for the truck to debut at the Gleeson & Cox reunion function held in December to mark 30 years since the passing of company founder Brian `Doc’ Gleeson.

Brian’s son and company owner James Gleeson made the call to restore the Canadian- built 3800, which he regards as being a “gamechanger” for the company during the mid-1990s. The name of the truck – Doc’s Pride – is a measure of the important role the West-ern Stars played for Gleeson & Cox. “They were fantastic for us. They definitely earned their keep,” James says.

The Western Stars were part of a move to heavier payloads, a switch from three- to four-axle trailers and Detroit 60 Series power (430hp) was a significant step up from the 350hp Internationals.

“Dad ordered the truck because he’d become unhappy with the other American trucks coming out of Australia at the time,” says James.

“He wanted to do something different, but he always used to say `I can’t afford a Ken-worth so this will do’.

“We bought it new from Tracey MacKay and Ian Knight at Bay of Plenty Truck Centre in Mt Maunganui. It was our first truck that had the green introduced to the livery, which gave it a little bit more flavour. I worked with dad in his last days on the design and colours.”

The Western Star brand wasn’t a common choice for bulk tipper work in New Zealand at the time.

“You saw a lot of the 4800s in the logging with their big square bonnets but the 3800s weren’t really looked at because of the set-

back front axle. But it fitted perfectly for a tip-ping truck,” James says.

“With the old S-Lines the problem was getting the right amount of weight forward with the forward-set front axle.

“It [the 3800] gave us a 30-tonne payload at 44 tonnes with a fouraxle trailer. It was well ahead of its time,” James says.

“Those S-Lines put us on the planet. We had 18 of them over the years and we only bought one of them new. We used to buy them second-hand, refurbish them and put bins on them. We’d buy the odd new trailer when we could.”

In the 1990s, Gleeson & Cox was a much smaller operation than the 100-truck fleet it is today.

“At that point in time we probably had less than 10 trucks. Don Cox was driving as well as dispatching all of the trucks out of the cab himself, which is amazing. He looked after the whole crew and even if he didn’t always know where you were, he certainly knew where you weren’t,” says James.

“At that time [1995-96] we got the big job down by the wharf which was realignment of Quay St. That whole area was fill, which had to be carted away and replaced with rock.

“I worked out I could win that job by carting the spoil back to the same quarry that the rock was coming out of. It was a turning point for us. The job went on for 18 months and we started to grow.

“I went and bought the other four [3800s]. They had one on the lot and we ordered the other three from Canada.”

The 3800s and four-axle trailers proved a very successful combination.

“We were competing against people who considered a six-wheeler, and a three-axle trailer was as far as you needed to go. In those days that was a 26 or 27 tonne configuration, and we turned up with these Western Stars carting 30t and everyone said the four-axle trailers were too big and they’re just going to fall over.

“They considered we had rocks in our heads, but it was a gamechanger, and it became the target that you had to put a truck on the road that carted 30t.”

The Western Stars became the flagship of the Gleeson & Cox fleet Truck & Driver | 69

Three of the special trucks in the history of Gleeson & Cox, (left-to-right) the Western Star 3800, new Kenworth Legend SAR and International Transtar. until the first Kenworths were purchased.

“Western Star was a reasonably new brand in New Zealand back at the time, but they had all of the common running gear that you could buy off the shelf,” James says.

“Tracey and Ian did a really good job with the product as well as with the parts and the warranty stuff. They got on with it and then for whatever reason Western Star took it off them. It went to Truckstops, and we stopped going there.

“That’s when we bought our first Kenworths in 2000, a couple of 401s with C12 CATs, and we haven’t looked back.”

Owen Jensen had an 18-year driving career at Gleeson & Cox and drove Truck 18 from brand new. Well almost.

“Actually, Coxie got it first and he drove it for a day,” Owen says.

“I drove it for at least 10 years from new. It was always a great truck to drive but it was also as hot as hell to drive.

“I felt good driving that truck for about five minutes until it started getting hot inside,” says Owen.

The tight cabin and close proximity of the engine and exhaust made it feel like the heater was permanently on.

“It had air conditioning but because of where everything is

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Now retired, Owen Jensen drove the Western Star from brand new. positioned it couldn’t keep up. It’s been upgraded now – it’s got a Red Dot,” says James.

Owen says the performance of the 12.7-litre 60 Series Detroit was impressive.

“There’s nothing wrong with the way they went. It was only a 444 Cummins that would go past you. It had plenty of torque and it could lug, there was no doubt about that.

“So long as you could handle the 18-speed [Roadranger] then it was an easy truck to drive. I definitely did a few miles in it, and I got around the country a bit doing some out of town stuff.

“Mostly it was mainly down to the Waikato. At one stage we did a lot of work on the water pipeline from the Waikato River to Redoubt Rd. And we did a bit of work up north which was mainly fert.

“We carted a lot of black sand out of Woodhill, and we also carted grain and a lot of wood chip out of the sawmill at Hobsonville. Most of it went into our supply yards.

“It was a very good truck in tight areas. It had a good lock on it which made it easy moving the trailers around. It had good traction and diff locks, and I never had any trouble.

“I was pretty proud to get into it from new and to drive the first one into the company.”

Major problems with the 3800 were rare.

“I do remember we were doing a job in Papakura, and we had to go across a paddock. There was a rock in the long grass and the sump on those is pretty low, and fibreglass as well. It clipped the rock and spewed most of its oil on the ground, but there was enough to get back to the workshop.”

The Western Stars were sold off in the mid-2000s.

“We got the best out of them and all five of them went out at a similar time,” says James.

There’s an element of chance involved in how Doc’s Pride found its way back into the Gleeson & Cox family.

“We found it again about four years ago, just before Covid,” says James.

“A cow cocky from Raglan had it and he was in Hamilton trying to get a COF on it at the testing station when one of my staff members happened to see it and snapped a photo of it.

“I thought `we should try and buy that back’.

“It was in reasonable condition for a truck that age. It wasn’t falling apart but you’re talk-ing about a truck that had done nearly three million kilometres.”

The key person in the rebuild story is Gleeson & Cox workshop manager Paul Dragt.

“When I saw the picture, I recognised it was old Truck 18,” says Paul.

“It was sitting behind a shed in Raglan with a blown turbo and no COF. The guy said `make me an offer’, so we paid him twenty grand and he was rapt.

“We put a new turbo on it and gave it a clean-up and got a COF. Then we decided we’d pull it apart and start again.

“First thing we took the bin off it. We were going to tidy it up, but we found it had a little bit of chassis heave. So, we stripped the chassis down, sand blasted it and then I thought, while we’re doing the chassis we may as well send the cab away [to Royans].

“We pulled the motor, box and the diffs out and had them all rebuilt. The engine was in reasonable condition. We removed the head, and it had a bit of a blown head gasket on it, and we checked all the valves, put a set of shells and main bearings in it.”

The gearbox and diffs were rebuilt and the 3800 now has all-new springs and airbags.

The 12.7-litre 60 Series Detroit develops 430hp.

Truck & Driver | 71

Top: The interior remains largely original but with the addition of a much-needed Red Dot air conditioning unit.

Above left: Original signwriting was re-created by Onform Signs.

Above right: Owen Jensen, James Gleeson and Paul Dragt with the restored Western Star.

“It was hard to get some of the bits for it. Central Diesel were the agents, and they have been very helpful with getting the old paperwork so we could track down what we needed,” Paul says.

“We got it to that stage where most of the mechanical stuff was done and then we shelved the project for about a year because we were getting busy again in the work-shop.”

72 | Truck & Driver

The final push to complete the truck came late last year when James decided the company should hold a function to mark 30 years since his father’s passing.

Above all pics: Most of the restoration work was completed at the Gleeson & Cox workshop. up like brand new.”

James says the project received a lot of support from Gleeson & Cox suppliers. Transport Trailers came to the party with a new bin for free.

Along with its key role in the growth of the Gleeson & Cox operation, Truck 18 also holds a special place with the family.

The truck actually carried Brian Gleeson’s coffin at his December 1994 funeral.

“It was his last ride. It was his hearse,” James says.

“The was brand new. They put the bin on and bolted it down and that’s where he took his last ride.”

Owen Jennings says he thrilled to the see truck he drove for a decade returned to im-maculate condition with the Gleeson & Cox fleet.

“It’s got a lot of memories. The Western Star is a beautiful truck, and I reckon it’s as good as anything today,” Owen says.

“It’s definitely better than new. I reckon it looks pretty good now.”

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“James decided we were having a reunion, and it was game-on, full steam ahead,” says Paul.

“We got busy. James and his brother [Geoffrey] got really involved and they spent a lot of time on it.

“We booked it in with T&G [Transport Trailers] to get the bin done and then we jumped on it in the main workshop to get it finished,” Paul says.

James dived into old photos and worked with Onform Signs to recreate the original liv-ery.

“It took a bit of research to get the colours right. We actually found the original colour charts and we got there in the end,” James says.

Paul Dragt says the interior of the truck remains almost completely original.

“We put a small centre console in it and the air conditioning.

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FEATURE

THE SWISS ARMY By: Ian Parkes

One of the benefits of New Zealand’s small market size is the number of engineering firms who have the skills and commitment to give customers exactly what they want ONE OF THOSE FIRMS IS PALMERSTON NORTH’S O’LEARY Engineering, which has just completed this bespoke build for Total Barrier Solutions Ltd, a company set up to service the growing demand for guardrail and wire rope barriers on the nation’s highways.

“It is a real bespoke bit of kit and a lot of thought has gone into that; Dean has done a great job,” says Levin-based Total Barrier Solution’s managing director, Rob Barber.

Rob and O’Leary’s managing director Dean Sandbrook sat down together to work out just what was needed on the Isuzu NQR 500C 6-seater crewcab truck. They finished up with a centrally-mounted Palfinger PC2700 crane, stabiliser legs, a large fuel tank with 12m retractable hose, a big tool box with two push-pull drawers, an inverter for charging battery powered tools, all stacked in front of a 2.8m clear deck, complete with more under deck storage.

Looking over O’Leary’s gallery of finished work there’s a good number of light trailers and transporters, and toolboxes, dog boxes, and trays for half-tonne trucks and utes, making this at 7.6m in length one of the company’s bigger builds to date.

Council credentials Dean says O’Leary’s has done a lot of light trucks in the 5–10-tonne range which fit comfortably in his workshop but he’s not ruling out bigger builds. Last year his firm fitted out 16 trucks for the Palmerston North City Council, shortening the tipper deck to fit in tool boxes and fuel tanks. They have also equipped light trucks for ground engineering company Rock Control, which does stabilisation work alongside highways.

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Dean says the Total Barrier Solutions job came through his previous work for Grant Smith at Robertson Isuzu, who showed Rob what O’Leary’s have done for the council.

“To be fair, we had worked for Rob before,” says Dean. “We had built him a trailer and he says it was the best damn trailer he ever had so that made it a lot easier.”

Rob liked the council-style toolboxes so they sat down together and worked through the design specification. For example, Rob wanted two push-pull drawers instead of one, to provide more organised storage space.

Rob says the build delivered everything on the wishlist. “One of our guys calls it the Swiss Army knife; it’s got everything.

“We wanted it to look different, to be fair – everyone else has got a standard white truck – and it is creating a lot of interest. It is a super cool truck. I’ve had no complaints out of the guys at all and they would tell me if something wasn’t right.”

Rob says a priority for Total Barrier Solutions’ first brand new truck was a large fuel tank for refuelling other equipment like the barrier machine on the job. Most supplementary tanks work out at around 200- 250 litres, but they took some width out of the toolbox to make this one bigger and it topped out at 450 litres. “That’s absolutely fantastic.”

It avoids having to lease and tow a small fuel tanker trailer, freeing up the towbar for a trailer with more gear, although that’s rarely needed. What looks like a toolbox under the tank on one side actually houses an electric pump and retractable 12m hose reel. “It works exactly like at the gas station.”

The 2.8m deck comes courtesy of a factory bolt on chassis

Truck & Driver | 75

Above left: Total Barrier Solutions carpeted the tool tray drawers to keep things still and quiet Above centre: A bolt-on chassis extension was shortened and welded in place Above right: Tank pump and reel housed under tool box

extension. However, given the truck’s towing capability, Dean, and his long-time structural engineering partner, David Manley of Sandbox Consulting, decided to shorten it, and weld it in place.

The deck currently carries a 7kVA generator and a wire rope swage machine with room for posts or for lengths of guard rail on the H-bar.

“It’s all about efficiency,” says Rob. “We can do things in one hit and it does the job really well.

“We loaded it up with everything we need and we’ve still got heaps of storage, which is exactly what we need.”

Rob says the crane isn’t used all the time but it’s great for repairs. It can hook onto and lift all four wire ropes in fallen sections of barrier so damaged posts can be removed and replaced without detensioning the wires.

“That saves time, which means less traffic management time and less disruption to traffic which is added value for our customers,” Rob says.

Clever crane Dean says the crane is a clever bit of kit, capable of lifting 500kg at 5m. To make the most of that capability, the crane is centrally mounted on the truck body, making it much easier to stabilise than a rear-mounted crane. The design of the stabiliser legs, and their size and span has to be properly calculated and approved. Any crane O’Leary’s mount on a vehicle is tested and certified before handing the vehicle over to a customer, says Dean.

“It has to be work ready when the customer takes it.”

Dean does the design work in the SolidWorks drawing package, which is compatible with David’s system, allowing him to check the

76 | Truck & Driver

loads and anchorages.

Dean says O’Leary’s current team of eight are very experienced.

They already know and have drawings for exactly where to mount hinges and rams for tipper conversion on a lot of the vehicles they work with, so the process is often efficient.

The build for Total Barrier Solutions did take slightly longer because they needed Palfinger to rebuild the crane for this particular placement.

Dean was concerned about the slight lag between pressing a button on the crane’s handheld remote control and the crane’s response.

That might be enough to allow the crane to hit the tool box, or worse,

The crane is used to lift damaged sections of wire rope barrier for repairs

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For that reason, they got Palfinger to place new physical deadstops on the arc of movement that would leave a sufficient safety gap.

“You have to do it right first time,” says Dean. “and we were pretty pleased with the result.”

O’Leary Engineering is more than 50 years old and Dean has been a part of it for 30 years, taking over the business 26 years ago. He kept the original name because the brand had earned a strong reputation that he was proud to have helped create.

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LEGENDS

From broom to boardroom Glenn Tervit - Fleet Image

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HEN IT COMES TO TRUCK PAINT SPRAYING OR VEHICLE finishing in NZ’s extended golden triangle, it’s hard to ignore Glenn Tervit of Fleet Image fame. Born and bred in Te Awamutu, Glenn’s journey from sweeping floors as a teenager to co-owning New Zealand’s largest independently owned collision repair company, is a testament to his hard work and dedication. And that’s why he’s a Southpac legend.

From a young age, Glenn harboured a fascination with trucks and machinery. His father, a Holden dealership owner in Te Awamutu, introduced him to Roy Browne Car Painters, a small but ambitious business in the town. At the age of 13, Glenn began working parttime for the shop, starting out with tasks like sweeping floors and clearing rubbish. Though he hadn’t initially set his sights on the collision repair industry, his love for trucks and the opportunity to work near them drew him in.

“My father had the Holden dealership in town, so he was sending a bit of work to Roy. They had a conversation, and it went from there,” recalls Glenn. “I wanted to get out of school, and to be fair, that did it.”

With school ‘not being Glenn’s thing’ by 16, Glenn was ready to fully commit to the trade. He approached Roy, who then offered him an apprenticeship as a car painter – the year was 1991.

Glenn began his four-year apprenticeship, learning the ropes of the trade in an era when wet sanding and hands-on preparation made up the core of the craft. The long hours, demanding tasks, and tough mentoring from Roy, the quintessential ‘hard-yet-fair boss’, set the foundation for Glenn’s work ethic and technical expertise.

78 | Truck & Driver

“Roy was a good man, but he was a hard man. So, you learnt really quick, really quick, and you knew you had to listen and not muck up, otherwise you knew about it,” says Glenn.

He adds, “all the trucks back then used to have steel rims and things like that, whereas now most of them are alloys. So, there were lots more things you could actually learn to paint on, before you were put onto a full cab.”

Through his apprenticeship, Glenn’s skills developed as he worked on both cars and trucks. He vividly recalls the challenge of painting intricate lines on trucks, such as an International truck he completed for a Hawkes Bay customer Ross Whitfield, during his early years.

Glenn says, “Ross Whitfield has got a lot of Kenworths now, but that International was really quite a hard design. And I remember that one in particular as it was early on in my striping days.”

These formative experiences gave Glenn the confidence to tackle more complex projects and laid the groundwork for the lifelong relationships he would build with clients.

By 2002, Glenn had begun to stake his claim in the business.

Alongside Roy’s son, Kris Browne, who he had been doing his

apprenticeship with, Glenn became a shareholder of the company, marking the beginning of a new chapter for Fleet Image (formerly Roy Browne Car Painters). At the time, the company’s workforce consisted of fewer than 10 people.

“I bought my first set of shares in 2002, and then Roy was really good to us. He let us [Kris and Glenn] buy small amounts as we went along,” Glenn says.

“That got us up to 25% of the business each. And then, Roy passed away in 2019, so Kris and I bought Roy and Pam’s shares out to become 50/50.”

Under Glenn and Kris’s leadership, Fleet Image has expanded significantly. From its origins as a small car and truck painting workshop, the business has transformed into the leading commercial collision repair and refinishing company in New Zealand. Fleet Image now operates out of three branches in Te Awamutu, Hamilton, and Auckland, employing more than 80 staff across all locations.

“We started up in Lloyd Davis’s in Hamilton, we had a little paint shop on the last two bays of his building. We were there for a couple of years and then moved to another premises in Hamilton [28 Foreman Road].” Glenn continues, “then we bought Fleet Line Spray Painters in Auckland [63 Ash Road, Manukau].”

The Auckland team specialises in repairs and refinishing for trucks and trailers, and all branches are equipped with their own blasting facilities to maintain exceptional efficiency. However, the Te Awamutu branch remains the heart of the company, serving as the head office with a 1500m² workshop. However, Hamilton has evolved into a hub for commercial vehicle painting, featuring advanced facilities such as two large truck paint booths and bake ovens capable of accommodating vehicles like 400t cranes, buses and even helicopters (yes helicopters).

Fleet Image’s impeccable track record has been recognised with multiple awards from the Collision Repair Association (CRA), including the Overall Best Shop and Best Presented Shop in New Zealand. These accolades reflect the company’s commitment to innovation, quality, and customer satisfaction, a philosophy championed by Glenn.

But it hasn’t all been plain sailing. Glenn says that when they built the new Te Awamutu shop in 2007 the recession hit. “So, we were sort of geared up, ready to go, sort of end of 2007 early 2008 and sort of everything dried up and stopped on us. So, I remember that being really tough.”

Glenn attributes much of the company’s success to its team.

With a workforce that includes long-term employees, dedicated apprentices, and skilled workers from diverse backgrounds (including many Filipino staff), Fleet Image thrives on a collaborative and supportive culture.

Glenn takes pride in mentoring the next generation of tradespeople, although he acknowledges the growing challenge of attracting young apprentices to the industry.

Despite stepping back from painting trucks in recent years, Glenn remains a hands-on leader. Splitting his time between the shop floor and managing the business side, he focuses on maintaining and improving operations across the three branches. For Glenn, fostering meaningful relationships with clients and employees is key to sustaining Fleet Image’s reputation and growth.

“I like going out and getting the work and getting it through the shops, that’s sort of where I see most of my strengths in the business,” says Glenn.

“So, I spend a bit of time on the floor and a bit in the office, but I’ll get around to Hamilton and Auckland now as well. We’re trying to help them with systems and processes, trying to streamline a few things, which is tough with that many staff, and, you know, that many locations.”

Away from work, Glenn values family and enjoys spending time with his wife, Jodie, who manages Fleet Image’s finances, and their two children. His son Max has recently joined the business, working at the Hamilton branch. Kris Browne’s sister is the HR and Health and Safety person and his son, Ryley, has also lent a hand at Fleet Image part-time. All contributing to continuing the family-business tradition.

An athlete at heart, Glenn was deeply involved in rugby during his younger years. These days, he keeps fit by running, having completed several half marathons, and enjoys regular escapes to

Truck & Driver | 79

Papamoa with his family in their caravan. While trucks remain his professional passion, Glenn finds fulfilment in connecting with nature, prioritising physical health, and supporting his children as they chart their own paths.

For Glenn, the journey from apprentice car painter to co-owner of New Zealand’s largest independently owned collision repair company has been one of challenges, learning, and personal growth. From weathering economic recessions to navigating the complexities of managing a multi-branch business with nearly 90 employees, Glenn has shown resilience and adaptability in helping to steer Fleet Image into the future.

“When I see one of our trucks out on the road, I feel an immense sense of pride,” Glenn says, reflecting on his decades-long career.

“Knowing people trust us to deliver top-quality work from all over New Zealand is truly humbling.

“The connection between the Southpac sales reps and ourselves has been outstanding, they can often be the first introduction to new customers and that often leads to long lasting relationships.”

Although expansion into new regions or the South Island might not currently be on the horizon, Glenn remains committed to maintaining Fleet Image’s high standards and supporting the trucking industry he loves. His enduring relationships with clients and colleagues, combined with a passion for his craft, ensure Glenn’s legacy will continue to shine brightly for years to come.

80 | Truck & Driver

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New Zealand Heavy Haulage Association Moving tiny homes requires transport operators to know which category their load falls into.

Compliance for smaller OD loads a focus

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

T

HE NUMBER OF OVERDIMENSION LOADS IS INCREASING ALL the time due to the size of equipment being used by clients and customers for construction work. And there is also an increasing number of tiny homes and swimming pools being constructed and moved to their final location.

Knowledge about the rules for transporting of these loads needs to be kept up with, and this Association is in a good position to assist transport operators with this.

Alongside our heavy haulage (overweight), and housemover (wide over-dimension) sectors, we have instituted a new membership category for general oversize operators, to disseminate knowledge about the requirements for loads in the Category 1 to 3 dimensions.

The key aspect is determining which overdimension category that a load comes under.

Width/Forward Distance It’s the combination of the width of the load, as well as forward distance of the trailer with the load on, that generally determines the category of the load. The thinking behind this is the overall width of the load affects how much lane width is used when travelling in a straight line, but the forward distance affects how much road space is used when turning.

Calculating the forward distance is often the dimension that catches operators out, and obviously this has a key influence on what other mitigations for safety are required on the load. Note that sometimes excess front or rear overhang, and in cases an overall length of the combination that can push a load into the higher category of overdimension load.

Travel Times Each overdimension category has a series of travel times that get more restrictive with the increasing size of the load. There are several

city areas with peak travel time restrictions during the day, and then Jonathan Bhana-Thomson there are nationwide restrictions for weekend travel. The Association is currently advocating with both NZTA and the ministry for some small but commonsense changes to the current travel time rules.

In addition, on public and anniversary day holidays no travel is permitted for Cat 2 loads and above, and for the day prior to a public holiday – to reduce issues for oversize loads travelling in peak holiday traffic.

Load Piloting The provision of load pilots that travel in advance of the load (and rear when required) to warn other road users is a key aspect to ensure the safety of the load while being transported. For overdimension freight loads, a load pilot is generally required when the overdimension load exceeds 3.1m in width, and the number of pilots increases with the dimension of load. These load pilots need to use the correct signs and lights for the load, and these specifications are in the VDAM Rule.

Load Lighting and Signage The Rule also provides the requirements for the type of signage and lighting that is required on the truck and load itself. If the load is likely to travel during the hours of darkness, then hazard panels need to be attached to outline the front and rear corners of the overdimension load.

There is a raft of different requirements for each Category of overdimension loads and it’s one of the aims of the Association to ensure that knowledge of the rules is known and accessed across the industry. We welcome interest from transport companies involved with the transport of these everyday overdimension loads to contact us to find out more about membership of our general oversize sector.

Truck & Driver | 83

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A new Hino 3248 10x6 crane truck is working North Island-wide for Hamilton’s Les Harrison Transport. The first tri-drive Hino 700 Series in New Zealand is fitted with a Palfinger PK92002SH crane which can lift 17,400kg at 4.4m and 680kg at 32.7m extension. The crane and body set-up is by Foremost Engineering at Te Kowhai. Driver Andrew had a lot of input into the spec and set-up of the truck. Powered by a Euro 6 480hp engine with 16-speed automated transmission, the Hino tows a 13.8m MTE trombone.

Isuzu and Fruehauf retain market leadership ISUZU HAS SECURED THE NUMBER ONE RANKING IN the New Zealand new truck market again while Fruehauf has had another good year to retain number one position in the trailer market.

The NZTA registration data for 2024 shows a total of 5488 registrations (with a GVM above 4.5 tonnes) which is an 11.24% decrease from last year’s record of 6,183 registrations.

The new trailer market also reports a year-on-year decrease with total registrations of 1403 units being a 9.30% reduction from the 1547 total in 2024. The all-time record for trailer registrations remains at 1714 new units achieved in 2018.

Closing the year with 166 registrations during November and December sees Isuzu lift its full year total to 1065 units compared to

its previous year registration tally of 1224 units. The decrease is largely in-line with the overall market as Isuzu’s full-year market share dropped only slightly from 19.8% to 19.4%.

Fuso (805 full year/63 Nov-Dec) retains second place however its market share decreases from 19.7% of the market in 2023 to 14.7% in 2024.

Scania moves into third position overall with its 2024 total of 649 registrations and an increase in share from 10.6% in 2023 to 11.8% in 2024. Hino therefore moves to fourth place with 588 total registrations, a decrease in market share from 12.2% in 2023 to 10.7% in 2024.

Mercedes-Benz (403/71) moves into fifth position for the year ahead

continues on page 87 Truck & Driver | 85

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

Vol 1065 805 649 588 403 386 355 251 249 195 142 94 63 56 36 26 25 23 22 12 7 6 6 6 3 3 12 5488

2024

% 19.4 14.7 11.8 10.7 7.3 7.0 6.5 4.6 4.5 3.6 2.6 1.7 1.1 1.0 0.7 0.5 0.5 0.4 0.4 0.2 0.1 0.1 0.1 0.1 0.1 0.1 0.2 100

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

Vol 474 254 205 164 103 73 35 15 4 1 1 1 1330

2024

% 35.6 19.1 15.4 12.3 7.7 5.5 2.6 1.1 0.3 0.1 0.1 0.1 100

4501-7500kg GVM Brand ISUZU MERCEDES-BENZ FUSO IVECO HINO FOTON HYUNDAI VOLKSWAGEN FIAT RAM JAC Total 86 | Truck & Driver

Vol 365 294 277 274 126 90 69 63 22 10 6 1596

2024

% 22.9 18.4 17.4 17.2 7.9 5.6 4.3 3.9 1.4 0.6 0.4 100.0

Nov/Dec Vol % 166 21.6 63 8.2 93 12.1 84 10.9 71 9.2 129 16.8 20 2.6 16 2.1 14 1.8 22 2.9 19 2.5 19 2.5 11 1.4 13 1.7 0 0.0 0 0.0 5 0.7 13 1.7 4 0.5 0 0.0 0 0.0 0 0.0 0 0.0 1 0.1 2 0.3 3 0.4 1 0.1 769 100

Nov/Dec Vol % 187 48.4 51 13.2 86 22.3 16 4.1 30 7.8 7 1.8 5 1.3 3 0.8 1 0.3 0 0.0 0 0.0 0 0.0 386 100

Nov/Dec Vol % 59 18.4 59 18.4 22 6.9 120 37.5 12 3.8 18 5.6 14 4.4 11 3.4 4 1.3 1 0.3 0 0.0 320 100

23,001kg-max GVM

G&P Haulage based from Wellington have become a valued and loyal Iveco customer over the past 12 months. The latest addition to the G&P fleet is this S-Way 570hp 6x4 prime mover.

7501-15,000kg GVM Brand ISUZU FUSO HINO FOTON IVECO HYUNDAI SHACMAN UD TRUCKS MERCEDES-BENZ KAHU MAN SCANIA Total

Vol 428 271 184 52 39 25 8 7 7 3 1 1 1026

2024

% 41.7 26.4 17.9 5.1 3.8 2.4 0.8 0.7 0.7 0.3 0.1 0.1 100

Nov/Dec Vol % 63 50.0 21 16.7 30 23.8 1 0.8 2 1.6 5 4.0 0 0.0 0 0.0 2 1.6 2 1.6 0 0.0 0 0.0 126 100

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

Vol 86 65 58 35 23 20 13 10 5 3 2 320

2024

% 26.9 20.3 18.1 10.9 7.2 6.3 4.1 3.1 1.6 0.9 0.6 100

Nov/Dec Vol % 13 23.2 11 19.6 3 5.4 5 8.9 13 23.2 7 12.5 0 0.0 1 1.8 2 3.6 1 1.8 0 0.0 56 100

20,501-23,000kg GVM Brand SCANIA FUSO HINO ISUZU SINOTRUK IVECO MERCEDES-BENZ Total

Vol 11 5 4 3 2 1 1 27

2024

% 40.7 18.5 14.8 11.1 7.4 3.7 3.7 100

Nov/Dec Vol % 0 0.0 0 0.0 1 100.0 0 0.0 0 0.0 0 0.0 0 0.0 1 100

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

Vol 617 353 249 248 204 194 188 153 91 59 50 34 26 25 7 6 6 4 3 2 2519

2024

% 24.5 14.0 9.9 9.8 8.1 7.7 7.5 6.1 3.6 2.3 2.0 1.3 1.0 1.0 0.3 0.2 0.2 0.2 0.1 0.1 100

Trailers Vol Brand FRUEHAUF 210 DOMETT 136 105 ROADMASTER 91 TMC TRANSPORT TRAILERS 87 PATCHELL 84 M.T.E. 63 TRANSFLEET 50 FAIRFAX 44 40 CWS TES 39 JACKSON 34 34 LOWES FREIGHTER 28 MILLS-TUI 21 TANKER 21 HAMMAR 20 EVANS 15 KRAFT 15 LUSK 13 MTC EQUIPMENT 13 LOHR 13 STEELBRO 12 PTE 12 TRT 11 SEC 11 MAKARANUI 8 MD ENGINEERING 8 COWAN 8 FELDBINDER 8 7 WARREN KOROMIKO 6 WHITE 5 SDC 4 TEO 3 OTHER 124 Total 1403

2024

% 15.0 9.7 7.5 6.5 6.2 6.0 4.5 3.6 3.1 2.9 2.8 2.4 2.4 2.0 1.5 1.5 1.4 1.1 1.1 0.9 0.9 0.9 0.9 0.9 0.8 0.8 0.6 0.6 0.6 0.6 0.5 0.4 0.4 0.3 0.2 8.8 100

Nov/Dec Vol % 86 32.3 20 7.5 14 5.3 15 5.6 33 12.4 17 6.4 28 10.5 17 6.4 9 3.4 7 2.6 11 4.1 0 0.0 0 0.0 5 1.9 0 0.0 0 0.0 1 0.4 0 0.0 3 1.1 0 0.0 266 100

Nov/Dec Vol % 30 17.6 18 10.6 6 3.5 10 5.9 6 3.5 10 5.9 8 4.7 6 3.5 3 1.8 3 1.8 8 4.7 4 2.4 5 2.9 1 0.6 3 1.8 2 1.2 0 0.0 2 1.2 2 1.2 2 1.2 2 1.2 8 4.7 3 1.8 3 1.8 0 0.0 1 0.6 0 0.0 1 0.6 1 0.6 3 1.8 1 0.6 1 0.6 0 0.0 0 0.0 0 0.0 17 10.0 170 100

A new International RH-R8HD is working for T Croft Ltd from the Stillwater depot, hauling logs in the West Coast and Canterbury regions.

The 8x4 has a 615hp Cummins X15 developing 2050 lb-ft of torque with an Eaton Roadranger 20918B 18-speed manual transmission and Meritor 46-160 rear end. Features include a log-spec alloy bumper, 9-inch offset front wheels, bug deflector and tints and the RH is towing a 5-axle Patchell Industries long wheelbase multi-bunk log trailer. Sold by Shaun Jury from Intertruck Christchurch.

continued from page 85 of Iveco (386/129) while Volvo (355/20) moves ahead of DAF (251/16), Kenworth (249/14) and UD (195/22) completing the top-10 brands.

In the crossover 3.5-4.5t GVM market segment, long-time sector leader Fiat (474/187) remains dominant, posting 187 registrations in November/ December to claim 35.6% of the market for the year. Fast-rising LDV (254/51) is a distant second ahead of Mercedes-Benz (205/86).

The 4.5-7.5t GVM segment shows Isuzu (365/59) moving into the number one position and increasing market share from 22.2% to 22.9%.

Mercedes-Benz (294/59) achieves significant growth in this category with a notable increase in share from 9.5% to 18.4%. The top two leaders increases were at the expense of Fuso (277/22) who dropped over half the sales in this segment, with share dropping from 35.3% to 17.4%.

In the 7.5-15t segment, Isuzu (428/63) is again the clear leader, well ahead of Fuso (271/21) and Hino (184/30).

Hino (86/13) leads the 15-20.5t division ahead of Isuzu (65/11) in second. Fuso (58/3), UD (35/5) and newcomer Bushmaster (23/13) are next.

The 20.5-23t category continues to represent a tiny slice of the market with only 27 registrations for the full year. Scania (11/0) picks up the number one spot with a commanding 40.7% market share ahead of Fuso (5/0) and Hino (4/1) in third.

In the premium 23t-maximum GVM segment, 2519 new registrations during 2024 represents a decrease from last year’s record registrations of 2929, a 13.96% reduction.

Scania (617/86) enjoys sales leadership in the premium category for

the fifth consecutive years and now holds a 24.5% market share (up from 21.0% last year). Volvo (353/20) also retains second position with a 14.0% share (up from 10.4% last year) but the rest of the rankings are significantly changed compared to 2023.

Kenworth (249/14) leaps from eighth position in 2023 into third spot with an impressive 24.5% increase year-on-year. DAF (248/15) has also moved up into fourth position from seventh. Isuzu (204/33) retains its 2023 ranking in fifth ahead of Fuso (194/17) who dropped from fourth.

UD (153/17) now ranks eighth (down from sixth), while Mercedes-Benz (91/9) and Iveco (59/7) retain their respective positions.

Fruehauf (210/30) retains the top position in the trailer market for the second year running after ending Patchell’s 13-year reign at the top last year. Fruehauf registered 18 more trailers in 2024 than it did in 2023 to grow its market share to 15.0% - up from 12.4% last year.

There were also a number of movements in the top 10 rankings of the trailer market YOY. Domett (136/18) moves from third into second, achieving more sales (up from 118 last year) and a larger market share (up from 7.6% in 2023 to 9.7% in 2024).

Roadmaster (105/6) moves into third position (from fourth) while TMC (91/10) climbs from sixth into fourth. Transport Trailers (87/6) retain fifth while Patchell (84/9) has slipped from second down to sixth.

M.T.E (63/8) retains seventh ahead of Transfleet (50/6) who move up from ninth. Fairfax (44/3) moved into the top 10 from twelfth last year as did CWS (40/3) up from thirteenth.

Truck & Driver | 87

One new Kenworth that won’t be seen on the highway is the new JZ Transport (Ngongotaha) Kenworth T909 11-axle off-highway logger working in the Kaingaroa forest. Johnny and Zoe Grace specced the T909 with a 36-inch integrated Aerodyne sleeper with flat back wall, a 600.615hp Cummins X15, Eaton RTLO 22918B manual 18-speed, Meritor MFS 7.2t front axle and SISU drive axles with 6-rod suspension rated for 32t providing a 200t GCM rating. Features include metallic blue cab paint, Red Dot roof-mounted air con condenser, custom laser cut exhaust shrouds with JZ Transport logo, twin 650-litre square fuel tanks, stainless fuel tank bracket trims with double rows of marker lights, stainless drop visor, stainless headlight defenders and LED strip lighting behind the grill and exhaust. JZ Transport is contracted to Rotorua Forest Haulage.

The Auckland-Taupo night run for Cox Linehaul is now being handled by Darren Cox’s new MAN TGX 26.530 B-Train unit. The 6x4 sleeper has a 520hp MAN D26 engine developing 2650Nm of torque matched with a TipMatic 12.28 OD transmission, and hypoid rear axles are a 3.08:1 axle ratio. The TGX rides on leaf spring suspension at the front with air at the rear, Alcoa Dura-bright Evo alloys, and has ABS/EBS disc brakes. The Aramex red, muffler cover, side skirts, and rear guards were painted by Brokers United with livery by Alternative Graphics. Extras include LEDs on the mirrors and bumper, a high mount Kelsa bar with four Narva Ultima 215 spot lights. Sold by Michael Rolley, Penske Tauranga.

88 | Truck & Driver

Inter-Freight put this new DAF CF530 FAD Space Cab into its East Tamaki-based fleet just in time to help out with the Christmas rush. Fitted with a Fruehauf curtain side body and towing a 5-axle trailer, the DAF is assigned to an East Tamaki-to- Wellington run. The Euro 6 Paccar MX13 producing 530hp is paired with a 16-speed TraXon AMT and features include an under-bunk fridge and upgraded interior with luxury driver’s seat, climate control air conditioning, leather bound steering wheel and leather interior accents. The safety roster includes full disc brakes, Adaptive Cruise Control, Forward Collision Warning, Advanced Emergency Braking System, Lane Departure Warning and Stability Control with roof mounted driving lights for night driving. Sold by Steve Willcocks.

Bill Woolston from Taumarunui-based W.F. & D.M. Woolston is driving a new Volvo FH16 700 8x4R Globetrotter livestock unit. The 700hp D16 is paired with an ATO3112 Volvo I-shift transmission, RTS2370B single reduction tandem 23t drive axles and RADD-GR rear air suspension. Disc brakes are fitted along with Volvo’s advanced safety suite including LCS, LKA, DAS, ACC, EBA and passenger side view camera. Taupo’s Rick Leonard built the body. Sold by Simon Wilson.

Moa Transport in Masterton has put a new Volvo FH16 600 8x4R Sleeper into wood chip and bulk work with a Transfleet tipper bin and 5-axle trailer. The 600hp D16G drives to an ATO3112 I-Shift auto with overdrive and RTS2370B Single Reduction Tandem 23t rear end with air suspension and disc brakes. The Volvo advanced safety suite includes LCS, LKA, DAS, ACC, EBA, and the passenger side view camera feature. Sold by Simon Wilson.

Hawke’s Bay-based Shannon Nuku (Nuku Selfloading Ltd) has a new Scania S 770 B8x4NA logger which is a standout machine in factory Metallic Blue with graphics by Caulfield Signs. The Euro 6 DC16 V8 developing 770hp drives to an Opticruise GRSO926R 12-speed AMT with 4100D retarder and RB735 hub reduction rear end. The S 770 has spring front suspension and rear air suspension, disc brakes with ABS/EBS, Adaptive Cruise Control and Autonomous Emergency Braking. Features include scales, CTI, V8 Leather trim, RVE seats, fridge, CTI, offset steerers, LED light bar, Dura-bright alloys, Broshmik stone guard, Caulfield drop visor and microwave. The truck has a new Patchell shorts set up and tows a refurbished Patchell 5 axle multi trailer. Sold by Callan Short.

Truck & Driver | 89

Southland’s Waikaka Transport has a new MAN TGX livestock unit at work.

The TGX 35.640 8x4 has a mid-height sleeper and is equipped with a Custom Motorbodies stock crate, fitted

by Modern Transport Trailers.

The Euro 6e 15.2-litre D38 develops 640hp and 3000Nm of torque driving to a ZF 12-speed TX3020 OD transmission with 3.08:1 rear axle ratio. Rear air suspension, disc brakes, Emergency Brake Assist, Adaptive Cruise Control and Lane Change Support with Turn Assist are fitted. Sold by Owen Humphries.

LOGBOOKS

Logbook prices are wholesale and include postage and handling. Bulk purchase discounts are automatically applied during checkout.

A5 Logbooks Price per unit 1 box (50 units) or more.......... $7.00 +GST Less than 50 units ................. $8.10 +GST Click to order https://www.transporting.nz/shop/log-books-a5

A4 Logbooks Price per unit 1 box (35 units) or more.......... $17.50 +GST Less than 35 units ................. $19.00 +GST Click to order https://www.transporting.nz/shop/log-books-a4

90 | Truck & Driver

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

Nelson based Mike Bromell has a pair of new Isuzu CYJ530 AMTs working on an NZ Post contract. The 8x4 Gigas do a Nelson–Blenheim–Christchurch swap run every night. Sold by Wadsco Trucks in Blenheim.

New Zealand’s first Western Star 48X is an 8x4 Day Cab tipper for Berkett Earthmoving in Napier. Fitted with a 6.5m Morgan Engineering rock bin with 8mm floor and 6mm walls, the 48X is powered by a 600hp Detroit DD16 with an Eaton 18-speed manual, 4.30:1 rear axle ratio, disc brakes, steel spring front suspension and Airliner rear suspension riding on 11R 22.5 tyres. Sold by Darren Salt.

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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 RANGE RANGE RANGE RTLO22918 RebuiltSEAL 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

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 Logging Range Ad 2024-02.indd 1

8/02/24 15:49