Kenworth Down Under Magazine

Transcription

COLLECTORS’ ISSUE 13
Aust $9.95 (inc GST) • NZ $15.00 (inc GST)
DOWN UNDER
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Specialised Publishing • ISSN 1449-3489
New Power: Cummins ISXe5 • PACCAR MX-13
HAULING WITH AUSTRALIA’S TOUGHEST TRUCKS
Stropp’s Bush C509 • Triton’s Outback Heavy Lift
Graintrans Triple T659 • Pre Mix Hard Hat T409
Dyer’s Combo • New LNG Agenda • Classic S-925
ADVANTAGE KENWORTH
The real advantage of application engineering is
the delivery of optimum productivity, durability
and reliability in every Kenworth model,
wherever or whatever your needs dictate.
Whatever your application, take advantage of Kenworth’s
expertise and talk to your local dealer now.
For more information go to www.kenworth.com.au
issue thirteen
editorial
ROAD AHEAD
40/40 vision ...
F
Forty years is a long time in road transport. From a post-war kick start, the trucking
industry has made a massive transition from
the poorly regulated, badly administered
business it once was to an industry that’s at
the heart of the nation’s economic activity.
It’s also around the time the PACCAR
organisation decided to invest here; building
a factory in the outer suburbs of Melbourne
and laying the foundation for a model range
that would best suit our unique trucking
environment.
Some may claim that manufacturing is not
one of this country’s greatest strengths, but
they cannot say it’s because we don’t make
great products – we do.
I have been fortunate enough to see first
hand the Kenworths at work on Papua New
Guinea’s 450km Highlands Highway. This is
the country’s main highway, connecting the
people, the mines and the agricultural produce to the port in Lae. The road winds its
way across the Markham River flood plains
before climbing a near vertical rise up to
Kassam Pass.
This narrow, two lane artery is dominated
by Australian-built Kenworths. Sure, there
are other trucks that could make the gruelling run, but the grinding swichbacks that
drag the trucks up 1500m to Kassam Pass
just rips the heart out of them.
These are the throw away trucks. Cheap to
buy, not worth the effort to maintain, and of
little value when their job is done.
On the other hand, the PNG Kenworth’s
have generated a local support industry.
Businesses that are dedicated to keeping the
trucks on the road and the freight moving.
Workshops, parts, and full dealer support
from Kenworth to Cummins means that
these truck operators can rely on the back-up
they need.
Along the way, locals are trained in the
administration, management and support
required for a modern truck fleet.
But back to my point. Kenworth’s initial
decision in the early ‘70s to come Down
Under couldn’t have been easy for the PACCAR board; by international standards the
Australian market was small and fractured,
the ‘so-called’ interstate road networks faded
away ten kays out of town and the industry
was a barely-tolerated pariah with the State’s
rail-oriented transport administrators.
4 KENWORTHDOWNUNDER.COM.AU
Kenworth survived here doing what
Kenworth does best; engineering and building the trucks that are ideally suited to its
customer’s transport application.
Over the years the manufacturer has been
quick to offer the latest advances, tested and
proven in Australian conditions. Looking
back, each generation of Kenworths tell us
something about the direction of the transport industry at that time.
Kenworth’s current range is a model blend
ideally suited to maximising profit in our
operating conditions, our arduous applications and, importantly, within the boundaries
of our regulations. Also, with its adoption of
‘Performance Based Standards’, and the
development of its Westport LNG-powered
range, Kenworth has shown leadership
where others are content to follow.
With the social and political focus shifting
to developing low emission technologies
and a more sustainable, low-carbon future,
road transport has an important contribution
to make. Especially when the average age of
the national truck fleet is sitting at around 14
years old.
That basically means it will take at least
another decade before the majority of the
trucks on the road meet today’s emission
standards. At some stage this will become
unacceptable to the community – particulary
when they consider the difference in safety
technology available to current model trucks.
This disparity is an opportunity for the road
transport industry to make significant productivity gains, while improving road safety. And,
if there’s a political incentive needed to modernise the ageing Australian fleet, the industry
could also point to the real prospect of reductions in vehicle emissions and the boost to
Australia’s manufacturing capabilities and
employment.
In this issue we profile the trucks that are
driving the future of Australian road transport. From the latest Cummins ISX and
ISXe5 engines, to the upcoming release of
the PACCAR MX-13 powered Kenworths.
There’s also an update on the significant
developments reshaping the availability of
LNG fuel supply to the interstate haulage
industry. Hopefully, it won’t take another ten
years for these and other transport developments to filter down through the industry.
Mark Gibson
CONTENTS
Editor
Mark Gibson
[email protected]
features
Design + Production
Helene Thorp
[email protected]
Contributors
Peter Schlenk
Howard Shanks
Editorial Enquiries
[email protected]
Advertising Enquiries
Phone 0451 403 273
[email protected]
www.kenworthdownunder.com.au
Mailing Address
Kenworth Down Under
PO Box 5349 • Manly
Qld 4179 • Australia
Website + Back Issues
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KENWORTH
DOWN UNDER
Proudly designed
and printed in Australia
Published by
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SPECIALISED
All Rights Reserved © 2013
PUBLISHING
The publishers of Kenworth
Down Under Magazine would like
to acknowledge Kenworth Australia
for its advice and assistance in the
production of this magazine.
All material in Kenworth Down Under magazine is
copyright and may not be reproduced without the
written permission of the publisher. The advice
offered by our writers should be treated as opinion
only and all care has been taken to ensure its accuracy. Articles in this magazine are published only
as a service to the reader and should not be substituted for specific advice in respect of any project
undertaken by that reader. Feature articles are
written from information received from each truck
owner or manufacturer. The magazine does not
accept responsibility for inaccuracies resulting
from information supplied.
12
28
46
64
Performance Enhanced
Local Knowledge
Paving the Way
Dressed to Impress
Transforce’s ‘Performance
Based Standards’ T409SAR is
the first of its type in NSW,
and a breakthrough in
efficiency, safety and
customer service
Dunning’s Kenworth K200
pocket road train marks a
proud moment for both its
owner and driver
From suburban swimming
pools to multi-story high rise,
Central Pre-Mix’s Kenworths
are at the heart of Melbourne’s construction
industry
Chris Curtis remembers the
trucks of his youth ... most
of all he remembers the
Kenworths
20
Just the Job
52
Fuelling the Future
The Searchers ...
For 50 years Halliburton’s has
been at the heart of discovery
for the Australian oil and
gas industry. And today
the search continues ...
23
Fuelling the Gulf
A natural wonderland one day
and a flooded quagmire the
next, Queensland’s Gulf
Country is the challenge
for Carpentaria Fuels and
its hard-working C508
34
It might look like a nice, quiet
country town on Queensland’s
Darling Downs but Southbrook is also home to some
of the smartest Kenworths
to ever haul grain
40
Taking the Five-o-nine
Stropp thought he’d be happy
driving his old W-model until
the end of days, but that was
until he saw Kenworths’s
brutal C509
True Blue
58
Service to its customers and
the local community has been
a crucial part of Gippsland
haulier, Dyers Transport’s
success. It’s fleet of
Kenworths has helped
play an essential part ...
Experience counts when
you’ve got a truck load of
multimillion dollar machinery
to haul into WA’s remote
mines. Experience ... and
Kenworth’s toughest trucks
Having a Go
70
Will LNG’s promise come true
with new supply sites planned
for Highway 31 ...
KENWORTH
DOWN UNDER
ISSN 1449-3489
BONUS GIANT POSTER
04
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From the Editor
06
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In Brief
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KENWORTH NEWS
PACCAR world
MX-13 power ...
W
With PACCAR-powered Kenworths on
wide-ranging application trials around the
country, the rumor mill has been gearing up
for the official announcement by Australia’s
leading truck manufacturer that it will be
adding the MX-13 engine to its range.
With DAF’s six-year head start in the local
market, Kenworth has been undertaking
extensive field testing with PACCAR MX-13powered T403, T409 and T409SARs in a variety of applications. The field test program
had been running under the radar for over a
year before Kenworth announced that its
PACCAR World stand at the Brisbane Truck
Show would feature the MX-13 engine in two
Kenworths – a T403 and a T409SAR.
This was followed up two weeks after the
show with a MX-13 drive event at the Mt
Cotton Driver Training facility.
For Kenworth, the drive day was an opportunity for its T4 customers to experience the
engine during its testing and validation stage.
As well, the Mt Cotton event allowed Kenworth engineers to integrate customer feedback while the MX-13 was still in the product
development phase.
Above: Drivers take the MX-13-powered T4
Kenworths through their paces at Mt Cotton
Left: Kenworth new product development manager,
Brad May (right) explains the MX-13
installation to operators
This will enable any product enhancements to be included and tested prior to production release.
The PACCAR MX-13 program is being
developed as a new engine choice for its T4
range of trucks. For Kenworth’s T4 customers,
the 12.9-litre MX-13 engine will sit alongside
the current Cummins 10.8-litre ISMe5 and the
15-litre ISX (in either exhaust gas reticulation
(EGR) and selective catalytic reduction (SCR)
exhaust gas treatment options).
Slotting neatly between the two Cummins
engines, the PACCAR MX-13 provides the
optimal balance of weight, power and fuel
economy for many truck applications. The
engine is being trialled in 460hp and 510hp
ratings, offering 1,700 and 1,850 lbft of torque
respectively, which is available over a wide
rpm range from 1000rpm to 1410rpm.
Australia’s adoption of ADR80/03 in 2011 is
in line with the move to harmonise our
exhaust gas emission regulations with the
European UN ECE standards. Consequently,
the PACCAR MX-13 optioned into the
Kenworth T4 range is the Euro 5 version
already proven in the popular DAF CF85 and
the award-winning DAF XF105.
The PACCAR MX-13 engine is a clean
sheet design developed by PACCAR to meet
the demands of higher equipment utilisation
and tougher global emissions regulations.
High fuel injection pressures, combined
with precise timing and multi-point injection
optimise combustion, lower particulate
emissions and improve fuel efficiency.
The MX-13’s compacted graphite iron
head and block design was first used in a
1500 hp DAF race truck and has been
incorporated into the engine for its higher
tensile strength and improved thermal
resistance. The result is a lighter, stronger
cylinder head and block.
As well, the PACCAR MX-13 engine uses a
number of other contemporary design innovations, including fractured cap technology
to strengthen the connecting rods and main
bearing caps. Along with an aluminium ladder frame crankcase, these advances are
designed to strengthen the engine’s bottom
end while maintaining its lightweight characteristics.
Rear of engine gear train facilitates the fitting of PTOs and, again underlines the MX13’s design emphasis on strength, light weight
and servicability. A dynamically balanced
camshaft made of high strength steel reduces
the MX-13 engine’s weight and complexity.
The single camshaft is located low in the
block, where it also helps keep the compact
design and reduce engine noise.
Its encapsulated wiring harness and sealed
connectors protect the wiring, to virtually
eliminate chafing and electrical shorts, and
reduce stress on the connectors.
An integrated lubrication module improves engine serviceability, helping to further
reduce operating costs.
The optional engine brake is a unique, cam
actuated design that offers strong, quiet, and
reliable braking performance with a low
overall engine height.
All together the MX-13’s features offer
Kenworth owners the choice of a lighter
engine with a lower overall cost of ownership
through increased uptime and reliability, ease
of maintenance and longer service intervals.
The PACCAR MX-13 is supported by the
comprehensive PACCAR dealer network
throughout Australia.
The dealer network leads the industry in
after sales support. As well, PACCAR dealers
have a six-year knowlege bank with the MX13 engine, and can support the engine with
certified, trained technicians, tooling, diagnostic equipment and an extensive parts
inventory.
Kenworth’s wide-ranging MX-13 engine trials program is designed to prove the engine’s
credentials and specifications in a variety of
heavy duty applications including single
trailers, tipper and dog and B-Double.
New world on display ...
B
Brisbane’s Convention and Exhibition
Centre proved a winner with nearly
38,000 attending the Queensland Truck
Show. Front and centre was the PACCAR WORLD display, featuring
Australia’s best-selling conventionals
and cab-overs from Kenworth and DAF.
The highly-anticipated PACCAR MX13-powered Kenworth T4 models was a
highlight. A T409SAR took the engine’s
top 510 hp rating. A T403 showed off
the MX-13’s 460 hp rating.
Engine options continued with the
rest of Kenworth’s display, including a
range of models fitted with Cummins’
popular EGR and the newly-released
SCR engines. The K200 and the T409
were fitted with the 15 litre ISXe5
engine, while the T359A was powered
by the Cummins 8.9 litre ISLe5 engine.
Keeping with the engine choice
theme, Westport Innovations also had
its 15-litre LNG engine on display. The
Westport natural gas engine is available in the T409SAR, K200 and T659
Kenworths.
In addition, the show saw PACCAR
Parts launch its new TRP quality parts
range. PACCAR Parts general manager,
James Mackie said the launch marked
the Australian debut of a quality parts
brand “designed to keep trucks and
trailers turning and earning”.
“TRP’s parts range has been selected
from superior manufacturers, so we
can confidently offer a minimum 12month hassle-free warranty,” Mr
Mackie added.
TRP parts are available through the
PACCAR Dealer network.
The K200 on display featured the
new Active Cab Entry (ACE) system.
The automated step system allows for
easier cab entry and exit.
Kenworth’s cab-over was also featured in a walk-in, cut-away cab display, allowing show goers to experience the truck’s spacious interior.
All Kenworth’s on display were
optioned with the manufacturer’s ‘electronic brake safety systems’ (EBSS),
which includes anti-lock braking (ABS),
automatic traction control (ATC), drag
torque control (DTC), stability program
(ESP) and active cruise with braking
(ACB). Kenworth has specifically calibrated the ESP software for its model
range and Australian conditions.
Kenworth’s exceptional metro/short
haul intra-state truck, the T359 showed
off its credentials, proving why it’s a
popular choice in high demand, urban
applications. Kenworth’s T609 featured
the Cummins ISX EGR 525 hp mated
to Eaton’s 18-speed UltraShift Plus FO20E318B.
Kenworth’s largest sleeper, the 60inch deluxe home-away-from-home
took pride of place on a T909. The classic long-bonneted truck was desired by
many, but it was small-fleet owner,
Graham Nitschke that got to drive it
home. Graham was the lucky winner
of the Castrol $400,000 ‘Big Haul’ competition, and adds the big Kenworth to
a fleet of eight other Kenworths based
out of Rockhampton, Qld.
Also on the stand, PACCAR Financial
was celebrating over 30 years of dedication to the road transport industry.
Consultants were available at the
show, offering competitive solutions
and advice regarding all transport
financing needs.
KENWORTHDOWNUNDER.COM.AU 7
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KENWORTH NEWS
Alcoa Dura-Bright® Wheels
PACCAR world
No More Polishing
Kenworth first choice ...
Nolan’s Kenworth T409SAR with the 550hp
Cummins ISXe5 SCR – reliable service in a
demanding application. Photo courtesy
Cummins South Pacific
Above: High
pressure common
rail fuel injection,
new waste gate turbo integrated
SCR and OHC mark the Cummins ISXe5
W
With its introduction of the Cummins’
ISXe5 SCR engine in February this year,
Kenworth is the first manufacturer to offer
truck operators a choice of two industryleading, engine emission technologies.
Kenworth now offers both Cummins’ ISX
EGR and ISXe5 SCR engines in selected
models.
Cummins’ new ISXe5 SCR engine utilises
Selective Catalytic Reduction (SCR) exhaust
after-treatment for emission reduction. The
ISXe5 SCR engine complements Cummins’
existing ISX EGR (cooled exhaust gas recirculation) engine, with both engines meeting
stringent ADR 80/03 emissions regulations.
PACCAR Australia’s Director, Sales and
Marketing, Andrew Hadjikakou, says, “Kenworth and Cummins have tested the ISXe5
widely throughout urban and rural Australia
and New Zealand over the past 12 months.
We’ve worked closely with Cummins on the
ISXe5 SCR, with Kenworth providing inhouse design and engineering to enable comprehensive field testing in some of Australia’s
toughest applications,” he added.
Nolan’s Interstate Transport were part of
the ISXe5 SCR field test program, operating
two Kenworths with the new 15-litre engine.
Nolan’s specialises in refrigerated transport, operating over 130 trucks and 200 trailers. Based in the Lockyer Valley, west of
Brisbane, Qld, Nolan’s fleet includes 75 linehaul prime movers on single trailer, B-double and roadtrain applications. Its linehaul
fleet is a vital link in the fresh produce supply chain and is expected to perform faultlessly on high utilisation, time sensitive
deliveries.
One ISXe5 SCR test engine was fitted to a
K200 and rated at 600hp/1850 lb ft, while the
other was in a T409SAR rated at 550hp/1850
lb ft.
Nolan’s first Cummins ISXe5 SCR went
into service in June 2012, and the second followed several months later. The highest-kilometre unit, the K200, covered over
130,000km in the first six months, while the
other had clocked just over 100,000km in the
same period.
“We’ve had no issues …both engines are
proving very reliable,” says Nolan’s director
Adrian ‘Flea’ Nolan. “Apart from a couple of
software changes as part of the field test program, the engines basically haven’t been
touched.”
According to ‘Flea’, fuel economy is “big
bonus” with the ISXe5 SCR engine.
“The ISXe5 has the same base engine
design as our current product but incorporates a new common rail fuel system, a
wastegate turbocharger and a single overhead camshaft,” says Sean McLean, Cummins South Pacific general manager of automotive products.
The XPI (Extreme Pressure Injection) common rail fuel system provides very precise
injection and combustion control. It operates
independently of engine speed and provides
injection pressures greater than 30,000 psi.
All ISXe5 engines will include the Cummins Intebrake, providing the strong engine
brake retardation.
The SCR exhaust aftertreatment on the
ISXe5 is a fully integrated system developed
by Cummins, dosing urea into the exhaust
stream to reduce oxides of nitrogen (NOx)
emissions.
The ISXe5 SCR will be available in several
Kenworth models, including the K200, T609,
T409, T409SAR and T909. Other models are
scheduled to be added later this year.
The ISXe5 SCR is available in the same
outputs as Cummins’ ISX EGR engines, from
450 to 600 hp, generating 1650 to 2050 lb/ft of
torque respectively. The engine suits a
diverse range of single trailer, B double and
road train applications, including interstate
linehaul, logging and remote area operations.
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KENWORTH NEWS
PACCAR world
Yatala dealer winners
B
Brown & Hurley Yatala has been crowned
Kenworth Dealer of the Year 2012 for outstanding sales, service and support. The
award acknowledges excellence in overall
dealer performance, truck sales, parts sales,
finance and customer support.
This is the first time the five-year-old dealership has won the highest Kenworth award,
however the Brown & Hurley Group have
previously taken home the accolade 12
times.
Speaking at PACCAR Australia’s annual
dealer event, Managing Director Mike Dozier
praised the dealership’s high customer service standards and Brown & Hurley’s impressive performance over many years.
“In just a handful of years, Brown & Hurley
Yatala has made a major impact on the industry – both in terms of its professional conduct
and as one of the top sales performers, particularly over the past three years,” Mike said.
“The Kenworth Dealer of the Year award is
not about who sells the most trucks, but
which dealer provides the best overall performance for the customer.
“Like all the dealerships in the group,
Brown & Hurley Yatala continues to be successful because of its single-minded commitment to customers. The branch’s facilities
Over drive ...
T
‘The Trucker Chick’, Jayne Denham is
back with her latest album release,
‘Renegade’. The album features songs
for all truckies, including her latest single
‘Addicted to the Diesel’ and the heart
wrenching ‘Grew Up Round Trucks’.
After being on the road and listening
to her truckin’ fans, Jayne realised they
love their country music and their classic Aussie pub rock. So she went to
Garth Porter, her producer to combine
her country sound with a decent splash
of Aussie pub rock. The result is this lat-
Mike Dozier (left)
presents the 2012
Kenworth DOTY
trophy to Paul
Hurley, dealer
principal, Brown
& Hurley Yatala
are among the finest in the country, and
they’re complemented by a team of sales,
service and support professionals. This is all
part of Yatala’s dedication to ensuring the
best customer outcomes – and it’s an
admirable trait found in all
Kenworth dealers,” Mike
added.
est release, ‘Renegade’.
To promote her hard
rockin’ driving sounds,
Wickham Freight Lines
has put a Kenworth T609
rig on the road featuring
the larger than life images of Jayne on
the side of a fridge van (pictured above).
The Wickham Freight Lines unit also celebrates Jayne’s role as Ambassador for
‘Convoy for Kids’.
“I am honoured to be the Ambassador
for Brisbane Convoy for Kids 2013,”
Jayne said at the announcement.
“Raising much needed funds for kids is a
cause close to my heart and it’s great to
Melbourne
crowned
P
PACCAR Trucks Melbourne has
won the 2012 DAF Dealer of the Year
award for outstanding sales, service
and support. This is the second time
the dealership has won the coveted
award.
PACCAR Australia’s managing
director, Mike Dozier (below), congratulated the dealership, saying it
‘continues to meet and exceed customer needs by investing in staff
training,
specialist
equipment
and maintaining modern facilities’.
General
manager
PACCAR
Trucks
Melbourne,
Andrew
McKenzie,
said it was a
testament
to the dealership team, their ongoing commitment to their customers
and to the brand.
“Our staff are dedicated to delivering the highest degree of customer
service and satisfaction,” Andrew
said. “As a result we have seen a significant increase in the number of
new customers, and strong sales to
existing customers expanding their
DAF fleets.”
ADVANTAGE KENWORTH
T HE T4 09 SERIE S
TAKE ADVANTAGE OF
EXTRA PAYLOAD WITH
THE PRODUCTIVE T409SAR
TAKE ADVANTAGE OF
FUEL EFFICIENCY WITH
THE AERODYNAMIC T409
The Kenworth T409SAR is a hard working quarry solution
that can punch above its weight with a set forward axle
which delivers bigger loads for your business.
The Kenworth T409 is a sleek and flexible highway
solution that delivers efficiency, productivity and
a return advantage on your dollar.
Up to 580 peak hp with 1850 lbft torque.
Up to 550 peak hp with 1850 lbft torque.
Whatever your application, be it on the highway or at the quarry
rock face, the T409 series are the heavy duty trucks for you.
be able to join with the convoy team,
volunteers, truck owners and drivers in
this fantastic day.”
Further details on the 2013 convoy can
be found at www.brisbaneconvoyforkids.
com.au. Alongside the truck driving
tunes, Jayne’s new album also includes a
duet with Shannon Noll.
Jayne is currently touring, so keep a
lookout for the JD truck on your travels.
Go to www.kenworth.com.au/t409-series or scan the QR code
and take the online tour of the Kenworth T409 interior.
For more information call your local Kenworth Dealer now.
1 0 KENWORTHDOWNUNDER.COM.AU
t
Transforce’s Kenworth T409SAR body
truck and five-axle dog trailer was one of
the standout rigs at the 2012 Melbourne
International Truck Show. The unit took to
the stage at the PACCAR World exhibition
and had admirers lined up to look over the
unusual truck and trailer design.
It wasn’t just its good looks helping to
form the queues; many were drawn to the
big rig by its winning combination of low tare
and high payload.
Built for Steve Fieldus, owner of Transforce
Bulk Haulage, the rig was engineered to meet
Performance Based Standard (PBS) criteria
that allow for a unique approach to application specific haulage situations.
The PBS scheme was first introduced in
October 2007, with truck operators applying
to a PBS Review Panel to have their truck and
trailer combination assessed and approved.
If they got the green light, it was then off to
the nearest State and local road authorities to
negotiate access to the road network.
1 2 KENWORTHDOWNUNDER.cOm.aU
This last part of the compliance process
had the potential to bog down, discouraging truck operators from taking part. Since
January this year, the procedure has been
streamlined with the National Heavy Vehicle
Regulator (NVHR) taking over all aspects of
PBS conformation.
With its wide experience in heavy truck
custom engineering for Australian transport
applications, Kenworth has been recognised
by the NVHR as the only manufacturer to be
granted the license to assess PBS truck and
trailer concepts.
The National Heavy Vehicle Regulator has
approved several PBS Assessors, listed on
their website www.nhvr.gov.au/road-access/
performance-based-standards.
Each assessor has extensive transport
equipment experience, which is considered
as part of their accreditation. Truck operators can make their own selection of asses-
sors, based on their individual needs and
location.
The PBS investigation and approval process can be complex and drawn out, however
it is often time well spent as PBS can deliver
significant productivity gains in some applications.
If you’re interested in increasing fleet
productivity with PBS-approved truck and
trailer combinations, you can start the ball
rolling by contacting your local Kenworth
dealer.
Transforce is a Dubbo, NSW company that
prides itself on its forward thinking. It was
the first ‘carbon-neutral’ transport company
in the country, and the first to register a PBS
compliant truck and trailer combo in NSW.
Transforce’s willingness to try new ideas
has seen it grow from Steve’s one truck oper-
ation in 1999 to a mixed fleet of 14 trucks. As
well, it also has 15 regular subcontractors
carrying its loads.
Steve’s T409SAR is the first PBS vehicle
in New South Wales, and for Steve the move
was a logical next step to improving vehicle
efficiency and customer service.
“We have always tried to be progressive
and innovative. The secret to what we’re
doing now has all come down to having a
proactive state government. The NSW gov-
Transforce Bulk Haulage has teamed up
with Kenworth and Tefco Trailers to develop
a truck and dog combination with maximum
productivity and safety potential ...
Performance
Enhanced
story + photos
n
australian truck photography
KENWORTHDOWNUNDER.cOm.aU 13
Right: Transforce owner, Steve Fieldus
combines hard-won experience with practical
innovation to grow his bulk haulage business
Transforce’s PBS truck
and dog waits while the B-Double
ahead loads from the overhead gantry
Above: Remote control for the Ringfeder
has been recessed into the combing
rail for safer, easy operation
Steve has a long association with Kenworth
trucks and called on the manufacturer’s
engineering expertise to help build the rig.
“It’s all about
how we can move
more freight with less
impact,” explains Steve.
ernment has been very approachable ... having dealings with various departments.
“It’s all about how we can move more
freight with less impact,” explains Steve.
With all levels of government recognising that the road transport task is expected
to triple by 2050 – from 503 billion tonne
kilometres to 1,540 billion tonne kilometres
– the efficient movement of road freight is
at the heart of the PBS concept. For government the challenge into the future will be to
accommodate this increase without compromising commitments to environmental
protection and improved urban areas.
For road transport, it’s an opportunity to
work harder and smarter.
Steve has a long association with Kenworth
trucks and called on the manufacturer’s engineering expertise to help build the rig. Steve
spelt out what he required, and left it for
Kenworth and Tefco to put it all together.
Both Kenworth and Tefco had previous
experience with PBS vehicles so it made the
development of the T409SAR truck and dog
a relatively smooth process.
Performance Based Standards interested
Steve because of the possibility of running
unique combinations, with equal carrying
capacity, without having a major impact on
Transforce’s investment in equipment.
“It all came down to the cost,” Steve
explains “A truck and dog is cheaper to register than a B-double. The PBS combination
has a lower tare than a B-double – our PBS
tares at just on 20 tonne and we can achieve
a 43 tonne payload.
“That’s the B-double payload on Higher
Mass Limits (HML) and we have to comply
with HML anyway.”
According to Steve, driver feedback dictated the development of the PBS truck and
dog as they were telling him that this combi-
Transforce’s PBS
T409SAR has proven
bottom line benefits
nation is easier to operate when compared
to a B-Double. As well, Transforce operate a
number of B-doubles and there are a number
of sites they can’t access, so the truck and
dog is a more versatile fleet choice.
Transforce’s PBS Kenworth T409SAR is
fitted with a 550 hp ISX Cummins matched
to an Eaton 18-speed Ultrashift plus transmission.
“It doesn’t have a clutch pedal and is a
very smart gearbox! Also, we’re running with
Meritor RP46-160 RP46 46000lb diffs,” continues Steve.
On its bogie axles, Transforce were running
13.5 tonne, but with the PBS T409SAR they can
operate at 16.5 tonne and on the tri-axle fitted
to the dog they are allowed 22.5 tonnes.”
Transforce Bulk Haulage is quick to embrace new technology and advancements. The
T409SAR truck and dog features Kenworth’s
electronic braking system (EBSS) and, similar to other Transforce units, the unit has
been fitted with Airtec axle load indicators.
The unit has also been fitted with a Ringfeder Type 5055 AUS AP, which incorporates
remote air-operated controls which have
been mounted into the combing rail. The
system incorporates an indicator lamp in
the cab and, by using a remote control, it
reduces the possibility of operator error
leading to injury.
The Kenworth T409SAR ticks all the boxes
when it comes to driver ergonomics. Access
into the cab is straightforward with non-slip
steps and well-positioned grab handles.
“The visibility is excellent,” Steve adds.
“They’re very comfortable with everything at
your finger tips.
“It’s also much roomier inside with the
integrated sleeper.”
Transforce used to run a basic spec, plain
white fleet, however a couple of years back
Steve decided to raise the fleet’s profile.
“The trucks now look twice as good. It’s all
about making the drivers happy. I want them
to go out and have pride in their vehicles.
Everyone wins – the drivers, clients and us,”
he smiles.
Steve was taught to drive when he was 14
years old and has been involved in the industry ever since. One of his first jobs was to
shift the trucks down the line as they waited
to load at the wheat silos.
“I came off the highway in 1994 and took
a position selling new Kenworths with Peter
Swane Trucks, here in Dubbo. It was a great
experience for me,” he recalls.
Five years later, the desire to run his own
business led to the formation of Transforce.
With a background in bulk transport, Steve
kicked off hauling grain into Sydney and
Newcastle with a new T401 with an IT cab
and six-foot sided Tefco body and quad dog.
The unit had a payload of 32 tonne, which
back then was a good load.
As the demand for bulk haulage services
expanded, Transforce developed new combinations to meet that requirement. Aerodyne
truck and dogs with 8’6” sides and 100m³
capacities met some of these demands, while
later 19m and 26m B-Doubles with walking
floors joined the fleet.
Steve likes being innovative and his 19m
B-Double tippers with side doors that foldout
to accommodate a palletised load are a good
example of that.
The recent drought forced Transforce
to diversify, moving into livestock feed
and landscaping products – growing its
client base along the way. Today, the
majority of Transforce’s work is north
of Dubbo, into regional Queensland and
Brisbane.
Steve spent five years at Swanes telling truck operators that Kenworths
were the best truck in the world, and he
believes they still are.
“I’ve always been a Kenworth fan ...
the trucks are custom built in Australia,
and Kenworth have the ability to change
The recent drought forced Transforce to diversify, moving into livestock
feed and landscaping products ... growing its client base along the way.
and meet new regulations or different
applications,” he added. “You can’t go past
the combination of Kenworth trucks and
Cummins engines.
“The back-up and support that comes with
that partnership is second to none.”
Steve had long been interested in developing a PBS vehicle and is more than happy
with the support from Kenworth and Tefco
Trailers in designing the vehicle and bringing
it to reality.
“What people need to realise is that if companies don’t get involved with new developments, like PBS and take advantage of the
advances, the authorities will say that no-one
is getting involved and we could end up losing the opportunity.
“You can float along for years with old
equipment, and do a good job, but if you
have the resources and opportunity to try
something new, I would recommend that you
give it a go.
“That PBS truck and dog has increased our
payload over other truck and dog combinations by 12 tonnes. It comes at a cost, but the
benefits over the operating life of the vehicle
far outweigh that.”
Transforce used to run a basic spec, plain
white fleet, however a couple of years back
Steve decided to raise the fleet’s profile.
The Searchers
story + photos
n
Halliburton’s expertise has been instrumental
in the early development of Australia’s oil
and gas fields. Fifty years later, the
company is still hard at work ...
a
Australians have been crossing the Great
Divide to seek their fortune in the outback
since the arrival of the First Fleet. From
the early explorers to the gold miners and
cattle barons who followed them, the search
for fabled riches has become part of bush
folklore.
These days though the story has shifted,
it’s all about the mining giants and their
attractive employment packages that are
the lure. Multi-million dollar mines capture
the headlines, but it’s the search for new
resources that drives the investment.
In Australia’s oil and gas exploration
industry the bonus is that the discovery of
new fields also holds the promise of energy
self-sufficiency.
Oilfield services company, Halliburton has
been at the centre of Australia’s oil and
gas exploration for half a century. Born in
the heady days of America’s ‘gusher’ oil
boom at the beginning of the 20th Century,
Halliburton has grown from an American,
family-owned enterprise to become a driving
force in the global search for oil and gas.
With the surge in exploration, Halli-burton
has recently added 21 new Ken-worths to
its fleet.
Peter Hede, Halliburton’s Roma (Qld) district manager and Greg Baldock, the maintenance manager, oversee Halliburton’s day-today operation.
Peter started with Halliburton at Roma in
1991. At the time, investment in Australian
exploration was at a low point. Today Roma
is the busy home base for over 100 people
and 40 trucks.
“The first Kenworths were C500s, then
came the T900s,” Peter said of Halliburton
and Kenworth’s long association. “We’ve
gone with Kenworth based on how well they
perform. They’ve been brilliant - no dramas
at all.
“Halliburton trucks can be found wherever
exploration is being undertaken with the
Roma trucks travelling as far as Karratha in
WA, Mt Isa in Queensland and as far south as
Sydney and Wollongong.
The majority of the new T658s and T659s
were ordered without sleepers as many of
the sites have accommodation. The trucks
fitted with sleepers are generally on the frac
(hydraulic fracturing) operations.
These crews are mostly involved in long
haul operations to sites where accommodation is not always available.
“By not fitting a sleeper it allows us to
locate toolboxes, dunnage trays and spare
tyre racks behind the cab,” Peter explained.
Halliburton’s focus on worksite accident
prevention goes beyond its “One Is Too Many”
corporate mantra to involve all aspects of its
operations. It’s here that Kenworth’s userfriendly design fits well with Halliburton’s
remote and often difficult conditions.
Halliburton’s older Kenworths
haven’t clocked-up much more
than half-a-million kays ... but
they’ve all been hard yards
Red dirt tells its own story.
Halliburton have standardised on Kenworth ...
a strong and rugged truck they can rely on
“... it’s critical to purchase the best, most reliable product
that suits our needs. For us that product is Kenworth.”
“They have great access, good solid steps
and well-positioned grab handles,” Peter
added. “I’m an old diesel mechanic from way
back and Kenworth have always been and
still are a great truck to work on - solid and
simple.
“Our Kenworths very rarely let us down
and that’s essential for Halliburton’s operations.”
Remarkably, Halliburton works its trucks
for anything between 15-20 years before
turning them over. With that longevity in
mind, it’s the overall operating costs and
reliability factors that’s the largest influence
on the purchasing decision. Greg Baldock
is Halliburton Australia’s maintenance manager, a complex job that isn’t made easy
when equipment is scattered throughout
Australia.
Failures in these sometimes remote, inac-
cessible locations can shutdown exploration and very quickly become an expensive
headache.
“It’s vital we have the best equipment for
the job ... on the job,” Greg said. “That’s
where it’s critical to purchase the best, most
reliable product that suits our needs. For us
that product is Kenworth.”
Having been with Halliburton for 16 years,
Greg says he’s seen just about the worst
that outback operations can do to damage exploration equipment. While some of
Halliburton’s older Kenworths wouldn’t have
much more than half-a-million kilometres on
the clock, according to Greg they’re all hard
miles.
“It might be crossing the Gibber Flats at
Moomba, or the dust and corrugations at
Jackson ... our trucks have a hard life.”
Despite the extreme operating conditions,
Halliburton expects its trucks to be ready to
move when and where its clients require.
“Exploration and drilling is big money, and
we cannot let our clients down.”
The fact that Greg can specify a Kenworth
to suit Halliburton’s unique requirements is
a huge advantage to the company. In particular, Halliburton require a long wheelbase
prime mover as many of its trailers protrude
well forward of the kingpin. The longer
wheelbase also allows the trucks to carry a
higher fuel capacity.
Almost unique to outback Kenworths,
Halliburton spec some of its trucks with air-
suspension on the drive. According to Greg,
the oilrig pumps can be easily damaged by
rough roads and without air suspension; they
may not survive the drive.
“We have standardised on Kenworth’s
T659s,” Greg added. “They’re a strong, rugged truck. As well, the guys like the T659s
because it’s a driver’s truck that they can
depend on.
“They’ve proven themselves and are as
simple to operate and maintain as our previous T650s.”
Despite the extreme operating conditions, Halliburton expects its
trucks to be ready to move when and where its clients require.
Fuelling the Gulf
Queensland’s Gulf district is a natural wonderland. But,
when nature turns nasty, delivering vital transport
services becomes a nightmare challenge ...
story + photos
o
Once a remote telegraph station, Karumba
is now better known for its commercial
Barramundi and prawn fishing. There’s also
a zinc mine down the road, but it’s the fishing
that remains the town’s main attraction.
Located at the south end of the Gulf of
Carpentaria, the town is not much more than
a handful of shops, a pub, some basic accommodation and a frontage on the Norman
River crammed with wharves, slipways,
refrigerated storage and marine engineering
services.
It’s from here that Greg and Leanne
Campbell have established their twin transport operations – Carpentaria Freight and
Carpentaria Fuels – delivering both fuel and
services to the Gulf region’s far flung com-
n
howard shanks
munities. The family have been in business
for 10 years.
Experience is hard won in the Gulf Country
and the Campbell family have come to trust
its Kenworths to endure the sustained battering meted out by the region’s rudimentary
road network.
The 6.75m wheelbase on Carpentaria’s C508
is one of the longest Kenworth offer for
prime-mover applications.
pounding typical of transport operations in
Queensland’s remote northwest.
It’s here that the ill-fated Burke and Wills
expedition became stranded when the wet
season’s monsoons made travel in any direction an impossibility.
Look the Gulf region up on Google Earth
and you’ll find a broad, flat coastal landA quick warning call on the UHF radio
ensures there are no other vehicles
entering the crossing ...
Right & below: Carpentaria Fuels’
driver, Richard Philp gently
guides the C508 into
the tyre depot
The brooding weeks leading up to the wet
season is always a challenging time in this
tropical outpost. Carpentaria Fuels’ driver,
Richard Philp was on the job early, organising the final details of a 500km run through
to the Doomagee Aboriginal Mission before
crossing back to Townsville to reload..
The day’s heat was already building but,
according to Richard, it was the weather
expected later in the week that was much
more of a concern. The forecast of rain could
well mean that this run will be his last into
the area until the wet season wraps up in
April next year.
With the rear two trailers to be loaded,
Richard wasn’t wasting time getting the C508
Kenworth triples rolling.
Gently idling the big Kenworth into the
fuel depot he guides it under the gantry. An
hour or so later Richard has his paperwork
and a total of 100,000 litres loaded.
The 6.75m wheelbase on Carpentaria’s C508
is one of the longest Kenworth offer for primemover applications. Carpentaria like the extra
length for the improved ride, the ability to
carry 2500 litres of diesel and the added toolbox space available behind the cab.
It didn’t take Richard long to weave his triples tanker unit out of town and get the 600hp
Signature-powered Kenworth motoring along
the Karumba Development Road towards
Normanton. A little over an hour later Richard
was easing off the throttle to make a right
hand turn onto the Savannah Way.
This road forms part of the National
Route 1 Highway, that circumnavigates the
Australian continent – this far north the term
National Highway carries a pretty broad
intepretation.
The smooth bitumen soon gives way to
a bone-jarring, corrugated dirt track that
runs for over 200kms. According to Richard,
the Kenworth’s robust C-Series are the only
trucks that will stand up to the constant
Not far out of town the highway deteriorates into a dirt track,
then a stretch of bitumen pops up out in the middle of nowhere.
scape intersected by a myriad of dirty rivers,
muddy creeks and billabongs.
On the ground that satellite view translates into mile after mile of in and out creek
crossings.
Today they are dry and dusty, but tomorrow Richard may not be so lucky. Twentyfour hours is a long time to contend with a
flat landscape with a proven reputation for
flooding. Instead of dust billowing up from
the rear trailers they could be buried, axle
deep in congealed mud.
Two hours past Normanton Richard pulls
over to check the tyres and wheel bearings.
Corrugated dirt roads are the merciless enemy
of a truck and trailer undercarriage and, when
that recipe for disaster combines heat, dust
and water with a constant pounding, critical
components are tested to their limit.
Back on the road, Richard ambled into
Burketown, which is located on the Albert
River, and known to hardcore fishermen as
Australia’s ‘Barramundi Fishing Capital’.
Not far out of town the highway deteriorates into a dirt track, then a stretch of bitumen pops up out in the middle of nowhere.
Richard makes the most of the smoother
conditions before the road drops down into
the spectacular Nicholson River crossing.
The Doomagee Aboriginal Mission is just
ahead and Richard has arrived with time to
unload in daylight.
Dusk sees him guiding his now empty
roadtrain back down into the river crossing.
He camps for the night at a parking bay on
the safe side of the causeway.
Early the next morning an eerie smoke
haze clings onto the dawn, while the buzz on
the UHF is all about lightening strikes starting a few local bush fires during the night.
More concerning are the threatening, dark
clouds looming over the northern horizon.
Richard says he’s happy to have unloaded
yesterday as there’s over 500km of dirt track
between here and the next strip of bitumen
at Julia Creek.
A day and a half after leaving Karumba,
Richard leaves the Wills Development Road
behind when he wheels his roadtrain left
onto the Flinders Highway near Julia Creek.
Those dark, storm clouds from earlier in
the morning were now overhead and even
more ominous. Half an hour later lightening
cracked the sky while thunder rolled across
the landscape. Then down came the rain ....
with vengeance.
“You can see why they call it the wet season,” Richard said matter of factly.
i
In the fast-paced world of road transport,
time is a commodity that’s always in short
supply. For a trucking company to survive
a half century on trucking’s swings and
roundabouts, it can only mean they’re doing
something right.
The Dunning family have been closely
involved in the progress and development of
the Northam wheat-belt region of Western
Australia for over 50 years. Their familyowned company originally started as the
Ampol distributor in the 60s, changing over
to Caltex Australia when the two oil companies merged back in the late 90s.
Three generations have been witness to
the major changes in farming and trucking
that’s shaped the distribution of fuel. These
changes have created new challenges for
both Dunnings and its customers; notably an
increasing demand for the reliable, on-site
delivery of diesel and lubricants.
Dunning’s 8x4 K200 is washed and polished. There’s a lot of pride clearly evident
on the faces of company general manager,
Jason Dunning and operations manager,
Craig Abbey.
The K200 is a 4360mm wheelbase 8x4
with a Cummins Signature ISX EGR, rated at
580 hp. The big Cummins delivers a healthy
2050lbs/ft to an Eaton-Fuller 18-speed transmission. Dana 50-170 bogie diffs on Kenworth
Neway air-bag suspension transfer the power
to the ground.
The Dunning unit was optioned to maximise its payload potential and hasn’t been
fitted with any pumping gear. The idea being
that the truck is dedicated to depot-to-depot
only deliveries
“We were able to get a good payload on
the K200 and that helped sway our decision,”
Craig said of the purchase process.
The pocket road train comes in under
27.5m and is capable of carrying 74,000 litres
of diesel. After 55,000 kms Craig is more than
happy with its performance.
“We originally ordered the 8x4 based on
driver choice,” Craig explains. “Richard
Blechynden has been with us for 24 years
so we thought we would get him what he
wanted. That was a key factor, and also the
fact that Kenworth rep, Kurt Smith, kept calling in to see me.”
Dunning’s Kenworth K200 pocket road train marks a proud moment
for both its owner and driver. The big Kenworth cabover heads
up the first brand new rig to join the 50-year old company ...
story + photos
n
Local Knowlege
Richard drove one of Dunning’s Kenworth 8x4
cabovers and it was the cabovers performance
that encouraged Jason to order the new K200.
“Craig ordered the first Kenworth while I
was on holidays,” Jason laughs. “It seems
every time I go on leave, he’s ordering a
truck, which makes it an expensive holiday.”
The company consults its drivers before
any major equipment purchase, with Jason
saying that if you provide your drivers with
the gear they like, they’ll stay with the company. A major consideration in a State where
the big money lure of the mining industry has
led to critical labour shortages
Dunning’s operates a one-truck, one-driver
situation, except where there’s a night shift
loading the trucks at WA’s Kwinana Refinery,
south of Perth.
The company also hauls fuel for other distributors, which means it keeps its fleet on
the road six days a week. The trucks cover
most of the State; south to Busselton and
Bunbury, east as far as Kalgoorlie and north
up to the Pilbara.
With a high rate of equipment utilisation,
Dunnings places a premium on routine maintenance and dealer support.
“The first couple of services they nominated the day for us to come in,” Jason said
of Perth’s Kenworth DAF WA dealership.
“But now we give them a day’s notice and
drop the trucks in.
“Everything has gone smoothly and they’ve
been excellent to deal with.”
Dunnings commenced operations in 1962,
in the Sawyers Valley on the outskirts of
Perth. It was started by Jason’s grandfather, Alex Dunning who operated an Ampol
service station with a drum depot supplying
drums of petrol, diesel and oil to the local
farmers.
“That was years before it went to bulk, so
farmers would come into town, buy their 44
gallon drums and load them up. That’s how
fuel was distributed back then.
“Their first truck was an old Mazda that
went down to Fremantle to pick up the
drums” explains Jason.
In 1979, the Dunning family shifted the
business to Northam – adding three, eighttonner tray trucks with D tanks strapped on
the back. The trucks were used to service a
400 km radius area out from Northam.
Over time the family company has added
smaller fuel distributors and widened its
reach.
“In addition to being the Caltex distributor, we now operate as an independent
cartage contractor for all fuel companies.”
Jason explained. “This is why the trucks
don’t have the Caltex colours.”
In the early 80s the need for larger bulk
deliveries drove the move to bigger trucks.
Dunnings bought second hand Kenworths
through Ampol, replacing them with a couple
of second hand 8x4 cabover Kenworths and
a T400 conventional.
“They were excellent trucks that did a
power of work. A bit rough by today’s standards, but they were strong and dependable.”
Richard drove one of Dunning’s Kenworth
8x4 cabovers and it was the cabovers per-
formance that encouraged Jason to order
the new K200.
“I’d always wanted one, and I’m impressed,”
Richard said of the K200. “It’s a beautiful,
well constructed piece of equipment.
“Everything about the K200 is better,” he
continues. “I can’t believe how quiet it is.
There’s plenty of room and it’s very user
friendly.
“It’s definitely a good truck” continues
Richard. “Dunnings have done well. There’s a
lot of money outlaid to purchase a complete
outfit, I take my hat off to them.”
“I’d always wanted one, and I’m impressed,” Richard said of
the K200. “It’s a beautiful, well constructed piece of equipment.
Below right: Company general
manager, Jason Dunning (left) and
operations manager, Craig Abbey
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t
The patchwork of Queensland back road
bitumen runs past Southbrook on its way
south to Goondiwindi before it ends somewhere close to the NSW border. Known as
the Gore Highway, this road was a popular detour for a heavy haul in or out of
Queensland.
In times gone by, trucking legends were
made here and the stories from this road
became part of the transport industry’s
now fading folklore. Times change, but
that important link to the Newell Highway
and northern NSW still remains, making
Southbrook an ideal location for the bulkhaulier Graintrans.
The family trucking enterprise includes
Max and Shelley McNab, along with their
three sons, Barton, Ryan and Jayden. The
company’s ten truck fleet pulls B-doubles
and road train tippers throughout the top
half of New South Wales and up into central
Queensland.
story + photos
n
A new harvest and a new depot on the
northern outskirts of town means it’s a busy
time for Graintrans. The new depot is being
built alongside the Gore Highway and will
have the capacity to store 25,000 tonnes of
grains and cereals. As well, Graintrans new
depot includes the facility to fill and load
grain containers for export.
Max explains that he got fair dinkum about
transport around 25 years ago; all the same,
it took a while for the company to add its
first Kenworth to the fleet. Previously, he’d
thought other trucks were doing the job, but
a trip down to Kenworths’ Bayswater, factory changed his mind.
“Shelley often says Kenworth took me on
a (factory) tour knowing that there’d be no
way I was going to sign on just because they
took me down there,” Max laughed. “Well,
guess what, I ended up buying one, my first
– a T604 in 2002.
“I’ve been pretty well convinced ... we
haven’t looked at another brand since.”
A small, quiet town on the southern edge of Queensland’s
Darling Downs, Southbrook is also the busy home base for some
of the smartest Kenworths to ever haul out of a paddock ...
Just the Job
Lance is well aware of Kenworth’s proud ‘Australian-made’
credentials, all the same he was impressed by the amount of
care and attention on the production line.
“I’m really happy with
the T659 ... It’s AB
tripled-rated”
Above right: Graintrans’ T659
operator, Lance O’Sullivan, has
been with Max for over six years
Left: Well maintained, well
presented equipment keeps both
the drivers and customers happy
Max says the company
aims to provide excellent
working conditions so that its
drivers are, “not looking at what’s
on the other side of the fence”. Alongside
looking after their preference in trucks,
Graintrans tries to have it’s drivers home for
the weekends.
As well, to keep its drivers fresh, Max
makes sure each Graintrans driver takes four
weeks annual leave.
After purchasing the one truck business in
1988, Graintrans later evolved when the buying and selling of grain was deregulated and
Max began trading the commodity. The move
meant that he could run a more efficient
transport operation and today continues to
trade most grain products and fertilisers.
Throughout its 25 years the company has
remained a family-orientated venture, with
Max’s eldest son, Barton, working in the
office and his other two sons, Ryan and
Jayden, both behind the wheel.
“The boys like tricking the trucks up a bit,”
he admitted. “It’s good for everyone! The
drivers have more pride in their equipment.
Our customers base their impression of our
company on what they see in our drivers and
our equipment so, for a relatively small outlay, there’s a big positive outcome.”
“We’re fussy. We have a great crew ... a
couple of drivers have been with us for close
to 10 years and another couple six years and
another for over three.”
It’s seven on a Monday morning and
Lance O’Sullivan is checking lights, brakes
and fuelling up his T659 roadtrain. The rig
is bound for a cotton gin near Goondiwindi
in Queensland.
Lance has been with Graintrans for six
years, although his association with Max
goes back to when he built an airbag dolly
for Max. It was one of the first on the road
and was Max’ idea to reduce the damage to
the aluminium tippers.
Years later, Max approached him with an
offer he couldn’t refuse, a new Kenworth.
The first year he drove a T401, before he
moved on to the T604
“I drove the T604 for five years until it was
replaced,” recalled Lance. “It was a beauti-
ful truck, good for everything,
both B-doubles and road train
work.”
When it came time to swap out of the
T604, both Max and Lance agreed that
Kenworth’s then new T659 would be the best
replacement. As a bonus, Lance and his partner, Jenny were flown down to Melbourne
to pick up the new T659 from the Bayswater
factory.
“It was brilliant, they were building some
C510 Bigfoots ... that was great to see.”
Lance is well aware of Kenworth’s proud
‘Australian-made’ credentials, all the same
he was impressed by the amount of care and
attention on the production line.
“I’m really happy with the T659,” he says of
his new truck. “It’s AB tripled-rated and a bit
longer and heavier than the T604 but, with a
tri-dolly, we can gross 85 tonne.”
A little over two and a half hours out of
the Graintrans yard sees Lance driving his rig
over the cotton gin’s weighbridge. Today he’s
loading cotton seed, which will be added to
cattle feed for the Darling Downs feed lots.
The cotton seed is loaded quickly and easily out of overhead hoppers, with each trailer
taking only five minutes to load. With rain on
the horizon, he quickly tarps over the load
before heading for a break at Goondiwindi.
It’s a quick, no fuss operation that’s made
to look easy by Lance’s many years of hardearned experience.
When he was just a new born, his Mum
would head out to work, and the young
Lance would be sent out with his Dad in his
petrol V8 Ford truck.
“I would be wrapped in a bunny rug, put on
the floor with a bottle in my mouth. I think
it’s in my blood,” Lance laughed. “I must
It’s a quick, no
fuss operation that’s
made to look easy by
Lance’s many years
of hard-earned
experience.
Back on the road and up on maximum weights, the T659’s
big Cummins takes on the load and easily picks up speed.
have enjoyed listening to the old V8 though
the firewall.”
Lance did his trade as a panel beater,
before moving to Pittsworth to work for
local livestock transporter, Porters. There he
was building trailers and dollies; welding by
day and driving by night.
Today, Lance is happy enough with the one
job, saying he doesn’t need to stress now.
“We’re really looked after and even get
paid to wash and polish our trucks,” Lance
said. “Nothing is ever a problem.
“Max hand picks his drivers and expects
us to know our job. Sometimes you’ll ring
up and ask him what he thinks of this or that
and he replies simply that we know what
we’re doing.
Back on the road and up on maximum
weights, the T659’s big Cummins takes on
the load and easily picks up speed. The
Cummins EGR is rated at 600hp and, according to Lance, the engine has performed “right
from the word go.
As Lance is away an average of four to five
nights a week, he gets to enjoy the practical
comfort and home-away-from-home features
of the Kenworth 50-inch sleeper.
The loaded road train turns left at
Pittsworth and heads across the Downs to
Beef City, 40 kms outside Toowoomba. Once
there, Lance takes the unit over the weigh-
bridge before taking the truck to the feed
shed to tip off.
It’s a hectic place, the feed lot and holding
yards here process 260,000 head of prime
grain-fed beef cattle. There is also a steady
stream of cattle trucks coming in the gate
and the vast majority are Kenworths with
T909s and T659s the preferred models.
After weighing off and getting the paperwork signed, Lance climbs back into the
T659 to head off for his next load.
Above: Max McNab
(left) with eldest son
Barton and driver Terry
Right: Waiting to load
cotton seed for the
‘Beef City’ feedlot
s
Speaking with Dyers Gippsland Transport’s
managing director, Graeme Dyer, it quickly becomes obvious that valuable lessons
learnt very early in the company’s 80-year
history have been carried on through the
generations. Originally from Renmark, South
Australia, Graeme’s father, Leo had previously worked for his father on the Murray
River paddle steamers before branching out
into road transport with his brother.
That may sound a little convoluted but
the Dyer family history and its involvement
in the development of Australia’s transport
industry is a mirror to a century of progress
and achievement. Graeme’s father eventually
left Renmark in 1932 to take a gamble on the
emerging intrastate road transport industry
by buying a fledgling Gippsland trucking
company.
“It was general freight,” Graeme recalls.
“They weren’t old trucks – they just look
old when you’re looking at old photos. The
trucks were different then and, certainly, the
horsepower was different!
Back in the 1930s a trip to Melbourne
from Gippsland took seven hours, five if they
were lucky, had a good run and were empty.
Combined with the hand loading and unloading, it all added up to hard, long days.
With the Second World War all private
commercial transport ceased, which left Leo
with only two trucks carting firewood for
the hospitals in Melbourne. After the war, he
was able to purchase some near new Albion
trucks, which were then converted to diesel.
According to Graeme, they had plenty of
power but still no speed.
Graeme joined the business at 21, working alongside his father and two brothers
Charles and Doug, with each having their
own truck.
“It was tough. My oldest brother left the
business, and Dad who was 66 was looking
to slow down. My brother Doug loved driving and I liked the business side of things,”
recalls Graeme. “I was selected to fill this
role, and it turned out to be one of the best
things to happen in my life... though it didn’t
seem like it at the time.”
Soon after the company began, Dyers went
to see its accountant. Graeme had never
been to the accountant before and the visit
turned out to be a revelation.
“I can always remember his words, “this
business is no good”, and he recommended
we give it away because he thought we were
wasting our efforts!”
Graeme remembers on the way home in
the car thinking where would his future be?
And, what would he do next? His Dad interupted Graeme’s thoughts claiming that what
the accountant said wasn’t right (or words to
the effect), saying that everyone needs some
form of transport and that the company was
obviously doing something wrong.
It was at this point that Graeme realised
that if Dyers Transport were to succeed
they needed accurate figures. He quickly set
about learning how to cost the service, starting by finding out exactly how much it was to
operate a truck. He then ran up a list of what
each truck needed to earn each day.
It took a bit of work every night but he
soon began to understand that if the company knows its costs, it could profitably charge
for its services.
“After that we never showed a loss because
we knew what the costs were. Gone were the
days of finding out what someone else was
charging and saying that we would do it for
a little less.”
As the payloads grew, Dyers found it needed a better truck. It was at this time that the
company made the move to Kenworth.
Even though they were the most expensive
trucks available, Graeme could see that the
cost of operating Kenworths would be much
less than the old Atkinsons.
The first two Kenworths to join the Dyers
fleet were K125s purchased directly from
Kenworth, which was then headquartered
in Footscray. Two Kenworth S2s joined the
following year and these were purchased
through the local dealer. The company has
been dealing with the Gippsland Truck
Centre ever since.
“We enjoy a good relationship with Keith
and Darren White, (Gippsland Truck Centre
dealer principals),” Graeme said of this long
standing association. “We never have to sign
an order and do most of our business over
the phone.
“We always try to purchase a truck that
suits our needs, suits our fleet operations,
our drivers and the job.”
True Blue
Dyer’s Transport believe in providing the best service possible to the people
and industries of the Gippsland region in Victoria. It’s an old fashioned principle
that has held the family-owned company in good stead for over 80 years ...
story + photos
n
The most recent purchases
to join the fleet are three
T403s and four K200s
improvements, usually little things in body
work, how the bonnet is mounted or how the
suspension is designed.”
Driver acceptance is also another Kenworth
advantage, which Graeme puts down to their
reliability. He has also found that experienced
mechanics prefer Kenworth trucks because of
their design simplicity and strength.
“One of the big advantages with Kenworth
lies with the knowledge that they’re always
improving their product.”
Dyers Transport operate a range of
Kenworths; from T350s to the latest K200
cabovers. For Graeme, the choice has always
been based on getting the lowest cost per
kilometre over the whole life of the vehicle.
With that in mind he was concerned when
they began purchasing the T350s, questioning whether they had the same life expectancy as their larger Kenworths.
“They have been absolutely fantastic!
Some do 4000 kms a week, running up to
24hrs a day with the double-stacked refrigerated trailers pulling maximum loads. They’re
doing a fantastic job with a couple over 1.4
million kms on the clock” explains Graeme.
Dyers preference is for conventional models, believing that they require less mainte-
nance and, when needed, they’re easier for
mechanics to work on.
The most recent purchases to join the fleet
are three T403s and four K200s.
The T403s have Selective Catalytic Reduction (SCR) ISMe5 Cummins engines that
are coupled to an Eaton 5-speed FO-16E318B
Ultrashift plus AMT transmissions.
The K200s were purchased to allow
Dyers Transport to pull maximum capacity
B-doubles. Graeme can see within his fleet
the continual improvement of the Kenworth
product.
“One of the big advantages with Kenworth
lies with the knowledge that they’re always
improving their product. You can purchase
the same model truck and see continuous
Out in the Sale depot is an original W925SAR
model, which Graeme says will probably
never be sold. The truck only does local now,
with drivers liking to get behind the wheel to
experience the difference between the old
and the new Kenworths.
“It gives a good comparison,” Graeme
adds. “The rig is 26 years old and is indicative
of how strong Kenworths are, as it’s still in
good mechanical condition. They’re built to
handle 24/7 operations, which is how we try
operate over half of our 100 strong fleet.”
This year the Dyer Company celebrates
80 years of service to the Gippsland region,
with Graeme recently receiving an OBE for
services to the community. He has served on
O
Moving Forward ...
Originally Dyer’s trucks were green
and Graeme (above) wasn’t very keen
on it, so he mixed up a batch of paint
and the Turquoise colour was born.
“I went to Dulux in Melbourne where
they matched it up and now it’s unique
to Dyers” recalls Graeme.
In the past, all chassis rails were black
and Graeme found them hard to keep
clean, so he started to have a yellow chassis to ensure his trucks would stand out.
The Dyers Transport logo comes from
the five letters that spell Dyers. An
arrow was put through the centre that
indicated the vehicles were moving forward which is a concept that Graeme
has tried to keep happening.
“Your image needs to be recognisable. The local people recognise their
own, and they feel like it’s their own. Our
new bubble scheme is a modern version
of the original” explains Graeme “If you
leave everything the same forever, no
one notices, so we do variations on a
theme and people recognise it.”
Dyers Transport operate
a range of Kenworths;
from old to new
“Moving freight does not always add value to the goods.
It’s just a cost and it’s our company’s job to be cost effective.”
The K200s were bought
to allow Dyers to pull
maximum capacity
B-double loads
“The company has a separate charity account,
which we distribute to the community.”
G
The Pie Cart
Gordon Gorbal (above) operates
out of Dyers Transport’s Bairnsdale
depot on a daily run from Bairnsdale
to Melbourne driving a K200 B-Double
loaded with pies, returning with groceries or general.
A former owner-driver, Gordon
moved back to the Gippsland in mid2011, starting with Dyers in September
of that year. He’s been in the industry
for 23 years, and driven a range of
cabover Kenworth models, owning an
’81 cabover back in the 90s.
It’s this experience that gives him
a unique perspective on the K-Series
model progression.
“Ride and comfort wise, you can’t
compare them (to the older K-Series) as
they’re just so comfortable. The amount
of room is fantastic,” he enthused.
“You can stand up!
“The fridge cupboard is also one of
the many improvements and the truck
is a pleasure to drive.”.
Gordon’s K200 is powered by a 565hp
Cummins ISX, through to an Eaton
automated transmission.
“It’s just straight up and you’re in,”
Gordon says of the K200. “Visibility is
also very good as are the mirrors with
the mirror spotter being essential.”
The only downside for Gordon’s run
is having to split the B-double to load
and unload. There’s a second K200
running 24/7 on the same job with two
drivers plus a load through double.
Because Gordon loads general back,
he pulls a conventional B-double refrigerated van. Gordon leaves every day
between 10 and 11 and returns back
home around 9-10pm.
“It’s a great company to work for
and the gear is fantastic. It doesn’t get
much better than the K200. I get to live
in a great area, driving a top truck with
good bosses. It’ll do me!”
many boards, community committees and,
as a Councillor on the local council, he and
his company strives to give back to the community it serves.
“Originally it was for selfish reasons that
I served,” Graeme admitted. “It was a form
of education, being on a formal board with
its discipline. It’s a lot different from running a family business. It was good for me, it
has helped me in business, and I like to give
something back to my community.
“The company has a separate charity
account, which we distribute to the community. We’re a service industry and that
(the charity) is an extension of our care and
concern for the local area ... that’s our business.”
Alongside this, Graeme believes that by
being as professional as possible Dyers are
setting a standard for others in the industry.
However, like everyone else in road trans-
port, every day is a new challenge and he
says the introduction of the carbon tax will
force transport businesses into looking for
even more efficiencies.
“Government needs to understand that
transport is a cost to the community,” he
explains. “Moving freight does not always
add value to the goods. It’s just a cost and it’s
our company’s job to be cost effective.
“The more efficient our operation the
lower the cost to the community.”
Today, Graeme’s three sons, Scott, Greg
and David, all work in the family business
with all major purchases a decision of the
family board.
“It works for us. Our company is run as
efficiently as we can and our vehicle choice
plays a huge part in that,” he adds. “While
costs are important to control, so is reliability. We find that the choice of Kenworth has
enabled us to do both.”
Dyers’ modern
Kenworth fleet has a
traditional style that highlights
the company’s 80-year history
t
Take a look around. Chances are you’re
going to see some concrete. The stuff is
everywhere, so much so that we really don’t
notice it anymore.
Concrete is the foundation for modern
construction and, in fact, in the hands of the
Romans it was the foundation for construction in the ancient world as well.
While providing a large proportion of
Melbourne’s concrete, that’s only half of the
Central Pre-mix story. The company operates three batching plants across the city
with a fleet of 13 tippers keeping up the supply of raw materials.
For Central Pre-mix this transportation
requirement is a necessity, with the company
undertaking the transport task as efficiently
and cost effectively as possible.
On a busy day, a batch plant can put out as
many as 100 agitator loads, which equates to
around 1000 cubic metres of concrete!
“It surprises me how quickly they can get
through the material,” smiles Paul Hedley.
Paul drives a Central Pre-mix Kenworth
T409 throughout Melbourne. He lives near
one of the company’s quarries at Seymour,
90kms north of the Victorian capital, and has
been with Central Pre-mix for six years.
His T409 is one of eight B-Doubles supplying the company’s batching plants.
“We do a bit of the highway work and
some local,” Paul explains. “This truck is just
perfect.”
Paul says that while he had to get used
the Eaton UltraShift plus transmission, he’s
climbing out of the T409 at the end of his
12-hour shift feeling fresh and more relaxed.
Another plus for Paul is the Kenworth’s
driving position.
story + photos
n
From suburban swimming pools to
multi-story, high-rise, Central Pre-mix has
been supplying Melbourne with its cement needs
for over two generations. An emphasis on prompt,
reliable delivery has seen the company turn to Kenworth ...
Paving the Way
“The technology in trucks today is unreal, especially
when you think back over the last 20 years!”
“It is really noticeable how much higher I
sit in the T409,” he adds. “Visibility is excellent in traffic.”
Paul is happy that he is now driving a
Cummins powered truck saying it’s been
trouble-free in over 100,000 kms.
“This is a better engine and has been good
from day one,” explains Paul. “The technology in trucks today is unreal, especially when
you think back over the last 20 years!”
Paul was 18-years old when he first got
his truck license. He recalls his father telling
him he had to drive with everyone else on the
road, and that he had to always be conscious
of what he is doing.
“These trucks stand out and I’m representing the company. Car drivers don’t know
what to do around trucks ... that’s the way I
look at it,” explains Paul.
Another aspect to the job with Central Premix that suits Paul is that he doesn’t need to
unhook his trailers to load and unload. Each
batching plant has underground storage bins,
which means faster turnaround times and
increased productivity.
Sam Trovatello, together with his brother
Alvio and father, Felice own and operate
Central Pre-mix. Felice migrated to Australia
in 1954 at the age of 18, with everything he
owned packed into one suitcase.
For nearly 60 years, he has guided the
growing Trovatello-family enterprise, which
with Central Pre-mix, also includes the
award-winning Kyneton Olive Oil operation.
The family have been involved in the concrete business since the early-80s, although
Central Pre-mix has only been in operation
for the past nine years. Dedication to the
service of its customers has been the foundation for the company’s growth and it now
has over 50 agitators, ten B-Doubles and a
staff of 65.
“We have learnt from the past,
we know the capacity will come so
we built our plants with modern
technology and with the room to
grow,” says Sam Trovatello. “It’s a
fairly competitive market and we
are always striving to do our best.”
Sam and Alvio see the
addition of Kenworth
Above right: Sam Trovatello
manages the family owned business
Right: Paul Hedley has been with Central
Pre-mix for six years, and drives one of
the Kenworth T409 B-Doubles
ADVANTAGE KENWORTH
T HE T 359 SERIE S
With its class-leading safety
features and exceptional payload
capacity, the hard-working Kenworth
T359 twin-steer has become Central
Pre-mix’s mainstay agitator
“We wanted something that was noticeable ...” Sam explains “We’re
proud of our image and Kenworth has helped us lift our profile yet again.”
to Central’s fleet as “the last link” in the
development of the business.
“They are a reputable truck, a good truck,”
Sam adds.
Central initially ordered two T409s and
four twin-steer T359As, and have since added
a T409SAR hauling a quad-dog tipper.
“We’ve had good feedback from the drivers,” Sam continued. “The guys are rapt, and
the trucks are doing all that we ask of them.”
As the plants are in high demand, reliable
delivery is a priority. According to Sam, its
From quarry to plant – feeding Central Pre-mix’s
concrete facilities with raw materials, means
the T409 B-Double is a regular sight on
Melbourne’s busy freeways
B-doubles are the backbone of the company.
There’s no mistaking the Central Pre-mix
trucks on Melbourne’s roads, its distinctive
orange and cream livery is part of Sam and
Alvio’s long-term plan to put Central Pre-mix
at the forefront of the industry.
“We wanted something that was noticeable, even from a distance,” Sam explains
“We’re proud of our image and Kenworth has
helped us lift our profile yet again.”
Good-looking trucks alone are not enough,
and for Central it’s backing that image with a
high standard of customer service. Concrete
is time sensitive and it’s essential to have it
on-site when the customer requires.
Central’s 8x4 T359 agitators are powered
by the Cummins ISLe5 engines coupled to an
Allison auto transmission. The T359 delivers
a maximum payload in a powerful, easy to
drive truck.
“They build a good product,” Sam acknowledges. “Kenworth finish them off well, putting
that extra build quality into their products ...
and we’re very happy with all that.”
TAKE ADVANTAGE OF
POWER AND PRODUCTIVITY
TAKE ADVANTAGE OF SAFETY,
PAYLOAD & MANOUEVRABILITY
The Kenworth T359 is a flexible solution, with
tight turning circle and short BBC, that delivers
efficiency, power and productivity for your dollar.
Available with up to 434hp and your choice of
Cummins ISLe5 or ISMe5 engines.
The Kenworth T359 Agitator is purpose built to take
on the demands of concrete distribution.
The T359A is available up to 380hp in various axle
configurations including 10x4 to suit a maximum bowl
size of 9m3. Kenworth EBSS safety systems including
Electronic Stability Program is available for even
greater peace of mind.
Whatever your application, be it around town or at the construction site,
take advantage of the T359 series now.
Go to www.kenworth.com.au/t359-series or scan the QR code
and take the online tour of the Kenworth T359 interior.
Andrew ‘Stropp’ Gray used to think the classic W-model was his ultimate truck.
That was until he came face to face with the mighty Kenworth C-Series ...
Taking the
five-o-nine
story + photos
l
Like most trucking stories Stropp’s starts
with family. His Dad, Len, operated earthmoving equipment and a couple of trucks.
Growing up in this environment was always
going to have an influence and, according to
Stropp, it’s from Len that he developed his
love of good machinery.
Based in Ceduna, on South Australia’s
coastal edge of the Nullarbor Plain, Stropp
has long been a strong supporter of the
Kenworth brand. It was the classic W-models
that used to catch his eye, however, a chance
encounter with a C501 convinced him the
time had come to upgrade.
“I was up in the Territory last year with my
cousins from Bendigo,” Stropp confesses.
“We were coming out of Litchfield National
Park, cutting through the back roads to
Darwin.
“A C501 came out of the bush pulling triple crates... it looked absolutely awesome,”
smiles Stropp. “Two more triples road trains
from the same company were up ahead.”
Road works gave them the opportunity
to round up the road trains, but deciding to
have a chat with their drivers, they stopped
when the trucks pulled over.
n
Stropp made a beeline for the C501.
“It was driven by an old black fella,” he
recalled. “A really nice guy with big cowboy
boots and a big hat! He was friendly, so I
asked if I could have a look inside. He said
“no worries” and I jumped in the driver’s
seat... said there and then, “I’ve gotta get me
one of these.”
Flying back to into Melbourne, Stropp
headed home to Ceduna via the Kenworth
dealer in Adelaide.
“I saw Mark Clements at CMV and told
him I wanted a new T509... and I wanted it
in time for the harvest, which was only three
months away!”
Getting the truck delivered before the
harvest was the first hurdle. The second was
telling his wife Dianne. According to Stropp,
once she calmed down, he explained that it
was all part of his downsizing plan and that
by selling his old truck, an aerodyne and a
couple of tippers they’d have enough to pay
for the C509.
Downsizing the business had already been
discussed; a strategy they’d agreed would
reduce overheads and simplify the operation.
Apart from its classic look, Stropp wanted the C509 for its reputation as
an Australian engineered tough-truck that endures in harsh conditions ...
Besides the transport operation, Stropp
also runs an earthmoving business. The company operates a range of Kenworths; from
T600A tippers through to an S2 water truck.
Depending on the day, there can be up to six
W-model prime movers in the yard.
Stropp even has a 30-year old K-Series he’s
vowed to restore.
The third hurdle facing Stropp turned out
to be the toughest ... the wait for delivery.
“I like things done there and then, having
to wait three months took a bit of the shine
off. When Mark (Clements) and I went over
to the factory to pick it up, I was excited,”
Stropp admitted.
“The way they treated me was just brilliant, they couldn’t have done enough. I had
an absolute ball, it was terrific to see how
they build these trucks.”
The big day happened to coincide with
Mark Clements’s 50th birthday, so as Mark
headed home he gave Stropp the C509s keys
and left it to him to get the new truck back
to Adelaide.
“I hadn’t driven in Melbourne for 20 years
and was petrified,” he admitted. “I rang my
cousin and, thankfully, he wasn’t too far
away. So we drove out of town together that
night,” recalls Stropp.
Three weeks later he picked his new
C509 up from CMV. According to Stropp,
you couldn’t wipe the smile off his face! He
wanted a classic conventional truck, and
says his C509 carries that style forward while
offering industry-leading standards in reliability, comfort and power.
Apart from its classic big-truck style,
Stropp wanted the C509 for its well-earned
reputation as an Australian engineered
tough-truck that endures in harsh conditions. Stropp does some bush work out to
the mines and also wanted the option to pull
triples if he ever needed.
“If everything gets too political, I can head
north and go and work where things are simpler,” Stropp explains. “I’m not a city boy and
didn’t buy this to run around town. Give me
the bush any day.”
With the wheat harvest kicking into gear,
there’s plenty of work around to keep the
new C509 on the go.
“I left school when I was 14 years old. I
could read and write well enough to get by
and worked on a loader pushing scrub. I
used to drive out to Nundroo on a Sunday
night with no licence and stayed there for the
week.” recalls Stropp.
Once Stropp turned 16, he got his provisional licence... and a new Monaro.
“I worked with Dad and learnt all I
know from him until I was 18 when I got
my semi licence.”
By the time Stropp was 24, he had
three trucks but a change of fortune saw
him back in Ceduna without any trucks.
Stropp was now married to Dianne and
they decided to have another go with a
second-hand cabover Kenworth.
A good grain season saw Stropp trade
the cabover to run interstate for four
years.
“I put in a bid with SA Water, which
I won ... I’m still doing the work today.
I raced around to purchase two tankers and a cabover Kenworth. We have
been Kenworth ever since. After a few
W-models, I then purchased my first big
late-model truck, a ’97 cabover Aerodyne.
“You can’t kill a Kenworth. Their
strength comes from being built so well
and the C509 is no exception. Its big, but
functional,” he explains. “The visibility is
excellent. I love the flat dash and having a
50-inch sleeper is great.”
Out on the farm, the C509 kicks up a
huge cloud of dust as Stropp drives out to
the silos. The truck crosses two paddocks
to reach the loading area. Once loaded,
Stropp has a quick chat with the farmer
Out on the farm, the C509 kicks up
a huge cloud of dust as Stropp
drives out to the silos.
Centre Right: Gray’s Transport
owners, Stropp and wife, Dianne.
The pair have built the company
from scratch using secondhand
Kenworths. Their C509 (pictured)
is the company’s first new truck
“Everything I know has been self taught; and I learnt very early on that
it pays to buy the best quality trucks and machinery,” states Stropp.
while he completes his paperwork, before
heading back into the Ceduna silos.
Stropp has been asked to be the transport representative at Viterra’s Silos. The
company’s storage and handling network
consists of more than 100 grain sites across
regional South Australia, Victoria, and seven
port terminals in South Australia.
“I have been carting into here for 25
years and knew all the committee members.
When one of the older guys resigned I was
approached to stand,” Stropp said of his
appointment. “I said I would stand as long as
they knew that I would be there representing
the transport side.
“I think I may have rocked the boat a little.”
His other involvement with the local community includes helping to build a dirt circuit
track, and turning his yard into a classroom
for the kids at the local school.
The informal association with the school
came about when he attended his first parent/teacher interview. The interview finished
with Stropp telling the teacher to “stop trying
to turn the kids into doctors or lawyers, being
a builder or truck driver isn’t that bad”.
Stropp found out later the school had a
meeting to discuss what he’d said and asked
if he was interested in having some of the
kids from the school come down to show
them around and tell them his story.
Two busloads of kids, 68 in total marched
through the yard. The class ended up doing
a project on transport, sending him a large
poster as a thank you.
“Everything I know has been self taught;
and I learnt very early on that it pays to
buy the best quality trucks and machinery,”
states Stropp.
“I’m proud of what we’ve achieved, our
gear, the Kenworths and I know the C509
was the right decision. I’ve driven it to Perth
a couple of times and it’s proven itself a
comfortable and quiet truck. What more can
I ask?”
Above: The legendary W-model
Kenworth used to be the mainstay
of the Gray’s Transport fleet. That
was until Stropp pulled into the
yard with his new C509
i
In just five years, Ben Murphy and wife,
Victoria have seen their Perth, WA based
heavy-haulage enterprise, Triton Transport
Services grow from two second hand
Kenworths to 13 Kenworths.
There are no overnight sensations in heavy
haulage and, both Ben and Triton’s operations manager, Brad McVee, combine their
many years of hard-won experience to develop the business. Importantly, both understand customer expectations, having worked
in that role for some of the state’s leading
heavy haulage companies.
The Triton fleet is currently a mix of conventionals and cab-overs, with two T909s, a
K200, a T904, a T908, a T404SAR, a T401ST,
one K108 big cab and two K104s.
“Kenworth’s are a proven asset to the company; their durability and excellent resale
helping to keep up with our rapid expansion,” Ben explained. “We’ve grown with the
industry and currently operate three road
trains each week, with the rest of the fleet
towing floats,” he added.
State length regulations mean Kenworth’s
cab-overs are a vital component of the fleet
mix, with Triton’s K200 hooking up to a
Drake Trailers’ three-axle dolly and quad
float. Both Ben and Brad like the idea of running Australian manufactured gear, the fact
that it’s the best available is a bonus.
“We’re very happy with the K200,” said
Ben. “It’s like a motel room, the flat floor is a
huge improvement and they ride exceptionally well. With a big cab, tri-dolly and quad,
we can stay inside 25m and carry 54 tonne.
“It’s a very productive combination.” he
added.
With big miles on the manifest, driver
comfort is a major consideration and the
majority of Kenworths are fitted with the
50-inch bunk.
“There’s a huge demand for transport,”
Ben added. “We jumped in at the deep end to
a degree and are enjoying it, but we couldn’t
do it without great gear and good drivers.
“As well, a company is only as good as
its people, and Brad is worth his weight in
gold.”
Brad’s introduction to heavy-haulage began
in 1974 with an apprenticeship at WA transport legends, Bell Brothers. He then worked
for Graham Bell for a further 14 years before
moving to mining subcontractor, Eltons.
“Initially my background in the industry
was mechanical,” Brad recalls. “I shifted into
the operations side of things to run Eltons’
Port Hedland depot ... carrying fuel to Telfer
and Woodie Woodie.”
“Ben and I started together with Strategic
Transport, looking after the company’s heavy
story + photos
n
Stand by WA’s Roe Highway on any Saturday morning and you’ll catch some of
the country’s true trucking heavyweights. That’s where you’ll find Western
Australia’s over-dimensional specialist, Triton Transport Services ...
Having a Go
Customer satisfaction – Triton’s
well-presented Kenworths hauling
brand new mining machinery
haulage. I was operations manager and Ben
was operations supervisor.”
The friends later parted company, with
Ben and Victoria heading off on a trip around
Australia. Brad meanwhile moved on from
Strategic to work at Consolidated Minerals’
Port Hedland depot.
Ben’s around-Aussie adventure was cut
short at Port Hedland when Brad offered
him a job. While Ben and Victoria were settling into Port Hedland, Brad was moving to
Darwin to work with Territory Resources.
“We both have many years of experience
working with a broad range of fleets,” Brad
said of his background in WA’s mineral
driven heavy haulage industry. “As a consequence, we both have a great deal of operator experience with Kenworths. Kenworths
continue to evolve and they attract good
drivers. Triton Transport prides itself on
providing great service.
“We rely on our drivers so it’s in our inter-
est to provide them with the best machinery
availabl... and they love driving Kenworths.
“I guess it must be satisfying for our customers to see their brand new machines
arrive on site, but it looks so much more
professional when it’s being pulled by wellmaintained and well kept Kenworths.”
“Kenworths continue to evolve and they attract good drivers.
Triton Transport prides itself on providing great service
to generate repeat business.”
Triton’s experience counts when it comes
to sending over-dimensional loads into
WA’s remote northern mines
While Brad is the operations manager,
both Brad and Ben are quick to point out that
Triton is run as a democracy.
“Ben is a very clever young man, but he leans
on me for my experience. I guess that’s why we
work so well together ... he’s got the youthful
drive and I have plenty of experience.”
The latest Triton Kenworth to drive out the
gate is a 240 tonne rated T909, which pulls a
new Drake 7 x 8 platform and a 2 x 8 dolly.
Both Ben and Brad know that bad drivers
can break any equipment, no matter how
good it is, and they’d rather park a truck up
than put it in the hands of the wrong driver.
“You look in today’s paper and see how
many advertisements there are for truck
drivers. Quite honestly, we don’t advertise,
we operate by word of mouth. Our drivers
tell others about the company.”
While acknowledging the high demands on
both men and machines, Brad says that one
of the driving forces behind Triton’s ongoing
success is its policy of pairing quality equipment with a quality driver. Simple.
Above left: Brad (left) and Ben
have both pooled their years of
heavy-haulage experience to
service WA’s mining industry
Right: With a big cab K200, a
tri-dolly and quad, Triton
can stay inside 25m and
carry 54 tonne
Experienced management,
professional drivers and the
best equipment available
gets the job done for Triton
Transport Services
Dressed to Impress
story + photos
n
Chris Curtis remembers the gleaming machinery at Victoria’s Red
Hill Truck Show back when he was a young lad. In among
the rows of polished pride, it was the Kenworths that
always caught his attention. They still do ...
t
The trucking bug bit early for Chris Curtis.
Driving around with his Mum and Dad, the
young Chris would spend his time in the
back seat checking out the trucks as they
passed by. Those highway machines were
the early inspiration that led him to becoming a truck driver and to eventually owning a
fleet of Kenworths.
LOAD Up!
Missing any of these?
Need extra mags?
Great gift idea!
Curtis Heavy
Haulage are sticking with
the K-Series which lets them
pull 48-foot trailers and quad floats
Left: Chris Curtis likes all the added
extras about the Kenworth T-Series
“Kenworths were the ‘King of the Road’,”
Chris explained. “You knew you’d made
it when you got behind the wheel of a
Kenworth.”
Chris first drove part-time, taking on
short hauls when and where he was needed.
With each new job came the opportunity
to gain more experience and, eventually,
he was offered fulltime work with Berwick
Motor Bodies, driving tow trucks around
Melbourne’s south eastern suburbs.
His opportunity to step up into the big
rigs came with a change of ownership at
Berwick.
Convinced there was work for a tow operator with good gear and good service, Chris
kicked off Curtis Heavy Haulage with a new
Kenworth T350 and fitted a sliding tilt tray.
The truck covered 239,000 kms in its first
12 months.
“We took it all over Australia; with no bunk
and a little 350 litre fuel tank.” he confessed.
“It was incredible!”
While the T350 got the job done, Chris
knew the job ultimately required a larger
truck. In 2005 he ordered a T401ST; today
there are eight Kenworths in the Curtis
Heavy Haulage fleet.
In 2011, Curtis Heavy Haulage took on
a new contract that required the addition
of five more Kenworths - a K108, T403 and
three K200s – with one of the new K200s
based in Brisbane.
“My childhood passion for Kenworths has
long passed,” Chris said of his decision to
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For a new tilt-slide body truck,
the T403 was an easy choice at Curtis
Heavy Haulage; more options, a larger
displacement Cummins, and a better sleeper
“The reality is I buy Kenworths because
they’re the best ... they’re simply a good, solid product.
continue to add the trucks to the fleet. “The
reality is I buy Kenworths because they’re
the best ... they’re simply a good, solid product.
“Our trucks cover a lot of Australia and I
need a strong, reliable truck that’s comfortable and will always come home.”
As well, Curtis Heavy Haulage are sticking
with Kenworth cabovers as they allow the
company to meet State length regulations,
with the K-Series enabling them to pull 48’
trailers and quad floats.
The decision to add three K200s to the
fleet was made easy by the excellent experience the company previously had with its
K108.
“The new cabover is a step forward again,”
Chris said of the latest K-Series. “With its flat
floor, integrated fridge set-up and drawers
under the bunk the K200 is a great idea.”
Curtis Heavy Haulage undertakes all its
own mechanical work, with Chris adopting
the ‘better safe than sorry’ maintenance philosophy.
“When you know your gear is good, you
can send it anywhere with confidence,” he
remarked. “Kenworth give you that confidence!”
“With our business continuing to grow we
have to keep progressing. Customers have
remained loyal and we, in turn, have built
a solid relationship with them and our suppliers.”
On the practical side, the T403 has been fitted with cross locks in addition to diff locks
as well as a Cummins ISX ahead of Eaton’s
FO-16E310C-LAS ‘Ultrashift Plus’ 10-speed
automated transmission.
When ordering the tilt tray, Curtis wanted
extra chain down points installed, which
they got. However, it’s the little extra things
about the Kenworth that impressed Curtis.
The T403 was fitted with an extendable
hydraulic tow bar which comes in and out.
The truck is often called on to haul portable
light towers and generators. With the tow
bar, three light towers can be loaded on the
tray with another towed behind.
“Kenworth went that little bit further,”
Chris added. “It’s good to have such a neat
and functional tray behind a great truck.
“When you’re delivering new machinery, there’s nothing worse than delivering a
$100,000 machine on the back of a piece of
junk. We keep our gear looking tip-top and
we look after the customers’ machinery as if
it was our own.”
driven by quality
story
n
photos
mark gibson
n
shell international • howard shanks • boc ltd
Fuelling the Future
g
As an effective alternative, LNG’s promise to fuel the future
of road transport has long been held back by truck operator’s
limited access to supply. Not any more ... the gas is good to go
Get into your time machine and go back to
the 1960s. Back when sailors and truck drivers had the tattoos. Back when the Rolling
Stones were angry, young men. Everything
that’s old today was new then.
This was the decade when possibilities
were endless.
Peaceful nuclear energy would power the
world. By 1980, we’ll all be travelling around
in flying cars. Well, maybe not by 1980, but at
least by the turn of the century.
A new age was on the horizon. The Boeing
707 had just opened the world up to the jet
set and, it was foretold, super-sleek, gas
turbine-powered highway trucks would be
zooming from city-to-city on smooth, multilane ribbons of concrete and bitumen.
Fast forward 50 years back to reality. The
gas turbine proved way too problematic to
be practical, and they haven’t quite finished
building those super highways in Australia.
The future, it seems, is not what it used
to be.
The more modest change for road transport that did emerge from the Swingin’
Sixties was the switch from petrol-powered
trucks to diesel.
Kenworth was the first manufacturer to
offer a diesel option and had been fitting diesel engines to its heavy-duty, off-road trucks
since the 1930s. As the rest of the industry
caught up, diesel fuel emerged in the 60s as
a no-brainer – cheap, easy to refine, easier
to transport and safe to deliver to the customer.
Since then the diesel engine’s future
seemed assured.
Nowadays, the fuel has lost its price advantage. An explosion in demand has driven up
the cost, as well, low-sulphur diesel is now as
expensive as petrol to refine.
The fuel has also been identified as a
major contributor to global warming and its
micro-fine exhaust particles have been implicated in fatal lung disease.
Times are changing. What we now need
is a cheaper, more environmentally friendly
fuel that is in abundant supply.
The energy company Shell Australia has
recently announced its intention to lay
the groundwork for the next fundamental
change to road transport. This year and next
it will rollout a chain of liquefied natural gas
(LNG) supply stations for trucks along the
Hume Highway.
Shell is relying on LNG’s appeal as a
cheaper, greener fuel to attract transport
operators. To bait the lure, the company
is offering a guarantee to keep LNG prices
below diesel.
Other fuel companies, notably Evol and
BOC have their own plans for LNG stations and, like Shell, they’re also targeting
Australia’s busiest transport corridor – the
Hume Highway.
Currently, Australia imports the majority
of is fuel supplies from Singapore refineries,
who in turn rely on Middle East oilfields for
80 per cent of their crude oil. We’re currently the largest importer of refined fuels in
the Asia/Pacific region, and our reliance on
imports is expected to rise to approximately
80 per cent of all consumption by 2020.
As a nation, the price we pay for fuel –
both petrol and diesel – is hostage to international market pressures. The Australian
government doesn’t stockpile fuel reserves
so, if our fuel imports are disrupted, we currently have just seven days supply of diesel
before we start to experience shortages.
Add some prolonged Middle East political
instability and any longer-term disruption to
supply will have catastrophic consequences
for every sector of the economy.
On the other hand, Australia is a net
exporter of natural gas, with the exploration
and development of new fields proceeding
ahead of increasing worldwide demand. It’s
estimated the LNG boom in Australia is
worth $180 billion in planned investments,
with many predicting the projects will lift
Australia from the fourth largest LNG producer to the largest in the world.
Right: BOC Ltd and Tassie’s LNG
Refuellers Ltd are proving LNG
potential in the State’s rugged
forestry operations
Already, concerns over reducing diesel’s emissions health
risks, and the increasing price
and security of supply, have
seen many large mining operations begin the switch to LNG.
With major companies like
Shell, BOC, Woodside and
BP spending billions on LNG
projects across the continent,
it’s clear these companies
expect the gas to become
not only a major export earner, but to also be more widely used
in Australia.
Apart from its lower price and ready
supply, Shell says a take up in natural gas
by the transport industry can lead to major
reductions in greenhouse gas emissions and
has the potential to displace 750 million
litres of diesel in five to ten years.
This is equivalent to six per cent of
Australia’s total diesel consumption, and would mean replacing
more than 5000 diesel trucks
with LNG-powered units.
Above: Westport Innovation’s 15L LNG
engine has been rated at 485 to 580hp
specifically for Australian applications
Above & below left: Similar to Australian
proposals, a network of over 250 LNG
refuelling stations have been built
across North America to take
advantage of the fuel’s
lower prices
Above: Westport’s unique high pressure direct
injector (HPDI) combines a small proportion
of diesel with natural gas to provide the
Westport 15L engine with its high
power and torque charateristics
As a bonus, that level of change-over would
save us over A$525 million in imported fuel.
Kenworth Australia were the first with a
local solution for the design, manufacture
and sales of LNG powered trucks. Production
at Kenworth’s Bayswater, Vic factory commenced in 2009, and continues today with
LNG fuelled T409SAR, K200 and T659 models. All are on offer with Westport’s highperformance heavy-duty 15L LNG engine.
A global leader in natural gas engines,
Westport’s 15L is a good fit for Kenworth
operators as they do not sacrifice
power-output ratings to run the
methane-based
fuel.
The Westport
high pressure direct injection (HPDI) engine
is based on the 15-litre Cummins ISX EGR
and is certified to Australian Design Rules
(ADR 80/03 and ADR 30/01) in ratings up to
580 horsepower and 1850 lb-ft torque.
Unlike other LNG engines, the Westport
15L is not a retro-fit option and is a dedicated
LNG engine running on a 95 per cent diesel
subsitution level. The engine offers a 25 per
cent reduction in greenhouse gases, while
delivering the same horsepower, torque and
efficiency levels as diesel.
Kenworth began the development of its
LNG truck range in 2007, when rising diesel
fuel costs began to spiral to beyond. The
Westport 15L LNG engine was first on public
show in 2008’s T608 ‘Innovation Truck’.
Kenworth’s off-highway and export man-
Right: LNG goes
into the fuel tank at
-1610C, staying in liquid
form for up to 10 days
Kenworth began
the development of
its LNG truck range
in 2007, when rising
diesel fuel costs
began to spiral to
beyond ...
Above: LNG refuelling stations are
usually installed as stand alone,
remote-controlled, easy-to-use
operations based on fuel
card accounts
ager, Phil Webb, says that while there’s a
cost premium, “operator acceptance among
Kenworth customers of LNG’s benefits has
been good”.
According to Mr Webb, the major impediment to the more widespread uptake of LNG
fuelled trucks has been the lack of a comprehensive refuelling network.
Shell will be installing its LNG refuelling
stops in Shell Coles Express service stations,
with a company spokesperson saying that
building an LNG refuelling network would
remove the ‘chicken and egg’ dilemma for
fleet operators considering an investment in
LNG-powered prime movers.
Shell’s investment in LNG stations follows
on-going commitments to LNG by other
energy companies. Already BOC and its
transport partners, LNG Refuellers Pty Ltd,
have installed a $150m Micro-LNG plant at
Westbury, Tasmania to service supply outlets across that State.
BOC says it welcomes greater competition
in the LNG sector, claiming Shell’s plan to
develop its Hume Highway LNG supply chain
as a positive for the LNG industry.
BOC has two refuelling stations in Victoria
– Dandenong and Mordialloc – with another
planned for Altona. In addition, BOC has supply centres in Tarcutta, Campbeltown and
Wyong/Newcastle in NSW and, like Shell,
is concentrating its focus on developing an
LNG corridor along the Hume Highway.
Despite its obvious benefits, the more widespread introduction of LNG does have one
hurdle as transport fuel – the federal government’s increasing reliance on fuel taxes. While
it recognises LNG as an ‘alternative fuel’, the
government identifies LNG used in transport
as fully taxable, with the full rate coming into
effect from 1 July 2015.
The current duty rate for transport LNG
was increased from 5.22 in 2011 to 15.67 cents
per kilogram this year, and is moving up to
26.13 cents per kilogram from 1 July 2015 –
equivalent to diesel fuel taxes.
DEDICATED
TO THE BEST
DEDICATED TO YOUR NEEDS
At PACCAR Financial we are dedicated to finding you the best
finance solutions for two of Australia’s most notable truck brands;
Kenworth and DAF.
PACCAR Financial strives to be your first choice for Financing
PACCAR trucks by offering customised and specialised
financial products, with honesty and integrity.
Because our business is 100% trucking and transport, we
understand the expectations that you place on your trucks
and the cash flow demands on your business.
Look to PACCAR Financial as a trusted and responsible
financial partner, committed to the growth and prosperity
of the transport industry.
For more information on how we can help to meet your finance needs visit
www.paccarfinancial.com.au/products
FREE CALL 1800 455 155
Kenworth is the only manufacturer to specifically engineer a range of
locally-built, dedicated LNG trucks suitable for Australian conditions ...
According to Westport’s former Australian
managing director, Brian Hodgins, this level
of taxation is a “significant disincentive ...
and should be reviewed”.
“The relatively small pool of current onhighway alternative fuel users during the
infancy of the industry will not raise significant funds,” Mr Hodgins said in a submission
to the Australian Energy Market Commission
(AEMC).
Westport’s submission was supported by
Kenworth’s Phil Webb who asked the AEMC
to defer the introduction date for full excise
(on natural gas), saying fuel taxes on LNG
should be phased in over a 10-year period.
Mr Webb asked that the government consider encouraging the use of natural gas,
saying that “incentives are needed when
transport operators come to weigh up the
cost vs. benefit of LNG and diesel fuel”.
Governments in Europe, Canada and the
USA have policies that encourage LNG transport fuel. Apart from some State government
support, there is no long-term national strategy in Australia for the development of LNG
as a transport fuel.
Despite this, LNG’s price advantage is
hard for fleet managers to ignore. However,
with a higher initial purchase price, additional costs estimated at $80,000 plus per
vehicle, the problem is trying to recoup the
additional cost within a fleet’s typical turnover cycle.
While some transport operators will find
the cost of changing over to LNG can be
easily recouped in a relatively short period,
for others there is no real economic impetus
to change. The most influential factor in this
equation is fleet ultilisation.
The investment in LNG makes perfect
sense when trucks are on a high rotation,
24/7 operation.
Kenworth is the only manufacturer to
specifically engineer and market a range of
locally-built, dedicated LNG trucks suitable
for Australian operating conditions.
This is a ground up range
engineered by Kenworth
to customer specifications, and powered by Westport’s
proven LNG engine.
This means Westportpowered Kenworths
are widely supported by
the nationwide PACCAR
after-sales network and
carry the manufacturer’s
legendary resale; a proven,
retained value that’s now
being further enhanced as
fuel companies’ add more
LNG stations across the
eastern seaboard.
As the availability of LNG
improves, the question many
Kenworth truck operators
should be asking is not if, but
when do they invest in LNG?
From top left: Westport LNG
fuel tanks ready for delivery.
LNG refuelling stations in North
America and the BOC Ltd and LNG
Refuellers station in Tasmania
f
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DEALER NETWORK
service and support
LEONGATHA
Gippsland Truck Mechanics
16 Cusack Road
Leongatha, VIC, 3953
KYOGLE
The Brown & Hurley Group
266-272 Summerland Way
Kyogle, NSW, 2474
Phone . . . . . . . . . . . . . . .(03) 5662 5266
Fax . . . . . . . . . . . . . . . . . .(03) 5662 5833
Phone . . . . . . . . . . . . . . .(02) 6632 0333
Fax . . . . . . . . . . . . . . . . . .(02) 6622 1644
MILDURA
Mildura Truck Centre
293 Benetook Avenue
Mildura, VIC, 3500
MOREE
Kenway & Clark
369-379 Frome Street
Moree, NSW, 2400
Phone . . . . . . . . . . . . . . .(03) 5051 2800
Fax . . . . . . . . . . . . . . . . . .(03) 5051 2890
Head Office
PACCAR AUSTRALIA
64 Canterbury Road
Bayswater, VIC, 3153
Phone . . . . . . . . . . . . . . .(03) 9721 1500
Fax . . . . . . . . . . . . . . . . . .(03) 9720 4144
Victoria
BAIRNSDALE
Gippsland Truck Centre
180 Princes Highway
Bairnsdale, VIC, 3875
Phone . . . . . . . . . . . . . . .(03) 5152 1616
Fax . . . . . . . . . . . . . . . . . .(03) 5152 4045
BAYSWATER
Bayswater Truck Centre
Factory 9
97-107 Canterbury Road
Kilsyth, VIC, 3137
Phone . . . . . . . . . . . . . . .(03) 9761 7343
Fax . . . . . . . . . . . . . . . . . .(03) 9761 7765
HALLAM
Hallam Truck Centre
217 Princes Highway
Hallam, VIC, 3803
Phone . . . . . . . . . . . . . . .(03) 9796 4422
Fax . . . . . . . . . . . . . . . . . .(03) 9796 4499
HORSHAM
Kirchner Trucks
141 Stawell Road
Horsham, VIC, 3400
Phone . . . . . . . . . . . . . . .(03) 5382 6110
Fax . . . . . . . . . . . . . . . . . .(03) 5382 3932
LAVERTON
PACCAR Trucks Melbourne
355 Fitzgerald Road
Derrimut, VIC, 3030
Phone . . . . . . . . . . . . . . .(03) 9396 9100
Fax . . . . . . . . . . . . . . . . . .(03) 9396 9111
MORWELL
M & J Stewart Motors
111 Alexander Road
Morwell, VIC, 3840
Phone . . . . . . . . . . . . . . .(03) 5134 4359
Fax . . . . . . . . . . . . . . . . . .(03) 5133 9201
SHEPPARTON
Graham Thomson Motors
Cnr Doyles & New Dookie Rds
Shepparton, VIC, 3630
Phone . . . . . . . . . . . . . . .(03) 5821 3977
Fax . . . . . . . . . . . . . . . . . .(03) 5822 2391
SWAN HILL
The Truck Specialists
219-221 Sea Lake Road
Swan Hill, VIC, 3585
Phone . . . . . . . . . . . . . . .(03) 5033 1372
Fax . . . . . . . . . . . . . . . . . .(03) 5033 1371
WARRAGUL
Henry's Truck & Trailer
128-130 North Road
Warragul, VIC, 3820
Phone . . . . . . . . . . . . . . .(03) 5623 6404
Fax . . . . . . . . . . . . . . . . . .(03) 5622 3181
WARRNAMBOOL
Barry Maney
Group Warrnambool
987 Raglan Parade
Warrnambool, VIC, 3280
Phone . . . . . . . . . . . . . . .(03) 5560 5477
Fax . . . . . . . . . . . . . . . . . .(03) 5561 2379
WODONGA
Twin City Truck Centre
255 McKoy Street
West Wodonga, VIC, 3691
Phone . . . . . . . . . . . . . . .(02) 6049 8888
Fax . . . . . . . . . . . . . . . . . .(02) 6049 8889
Phone . . . . . . . . . . . . . . .(02) 6750 8300
Fax . . . . . . . . . . . . . . . . . .(02) 6752 8254
New South Wales
ARNCLIFFE
Suttons Motors
85-93 Princes Highway
Arncliffe, NSW, 2205
Phone . . . . . . . . . . . . . . .(02) 9335 9080
Fax . . . . . . . . . . . . . . . . . .(02) 9335 9005
COFFS HARBOUR
2-10 Hurley Drive
Coffs Harbour, NSW, 2450
Phone . . . . . . . . . . . . . . .(02) 6652 2155
Fax . . . . . . . . . . . . . . . . . .(02) 6651 1209
DUBBO
Inland Truck Centres
Newell Highway
North Dubbo, NSW, 2830
Phone . . . . . . . . . . . . . . .(02) 6882 4433
Fax . . . . . . . . . . . . . . . . . .(02) 6882 8966
GRIFFITH
Rivken Truck & Trailer Parts
1056 Bridge Road
Griffith, NSW, 2680
Phone . . . . . . . . . . . . . . .(02) 6962 7088
Fax . . . . . . . . . . . . . . . . . .(02) 6962 7491
HUNTINGWOOD
Gilbert & Roach
8-10 Huntingwood Drive
Huntingwood, NSW, 2148
NARELLAN
Gilbert & Roach
7 Millwood Avenue
Narellan, NSW, 2567
Phone . . . . . . . . . . . . . . .(02) 4647 7377
Fax . . . . . . . . . . . . . . . . . .(02) 4647 7466
NEWCASTLE
Gilbert & Roach
320 Pacific Highway
Hexham, NSW, 2322
Phone . . . . . . . . . . . . . . .(02) 4964 8641
Fax . . . . . . . . . . . . . . . . . .(02) 4964 8362
TAMWORTH
Brown & Hurley Sales & Parts
81A Barnes Street
Tamworth, NSW, 2340
Phone . . . . . . . . . . . . . . .(02) 6762 2922
Fax . . . . . . . . . . . . . . . . . .(02) 6762 2933
TAREE
Advanced Automotive
73 Muldoon Street
Taree, NSW, 2430
Phone . . . . . . . . . . . . . . .(02) 6552 6733
Fax . . . . . . . . . . . . . . . . . .(02) 6552 7507
WAGGA WAGGA
Inland Truck Centres
260 Hammond Avenue
Wagga Wagga, NSW, 2650
Phone . . . . . . . . . . . . . . .(02) 8825 3000
Phone . . . . . . . . . . . . . . .(02) 6921 1244
Fax . . . . . . . . . . . . . . . . . .(02) 6921 7792
INVERELL
Kenway & Clark
10-12 Swanbrook Road
Inverell, NSW, 2360
WOLLONGONG
Multi Truck Parts
67-71 Five Islands Road
Wollongong, NSW, 2505
Phone . . . . . . . . . . . . . . .(02) 6722 1455
Fax . . . . . . . . . . . . . . . . . .(02) 6722 5126
Phone . . . . . . . . . . . . . . .(02) 4276 3245
Fax . . . . . . . . . . . . . . . . . .(02) 4276 3582
South Australia
GERALDTON
CJD Equipment
383 Edward Road
Meru, Geraldton, WA, 6530
ADELAIDE
CMV Truck Sales
100 Port Wakefield Road
Cavan, SA, 5094
Phone . . . . . . . . . . . . . . .(08) 9923 3299
Fax . . . . . . . . . . . . . . . . . .(08) 9923 3288
Phone . . . . . . . . . . . . . . .(08) 8139 4000
Fax . . . . . . . . . . . . . . . . . .(08) 8244 3919
KALGOORLIE
CJD Equipment
Cnr West Kalgoorlie
& Craig Roads
Kalgoorlie, WA, 6430
BERRI
CMV Riverland Parts
Cnr Jellet Rd & Hughes Street
Berri, SA, 5343
Phone . . . . . . . . . . . . . . .(08) 8582 2944
Fax . . . . . . . . . . . . . . . . . .(08) 8582 1399
BORDERTOWN
Tatiara Truck & Trailers
Lot 1 McLellan Street
Bordertown, SA, 5268
Phone . . . . . . . . . . . . . . .(08) 8752 0077
Fax . . . . . . . . . . . . . . . . . .(08) 8752 1048
BURTON
CMV Truck & Trailer Parts
473 Burton Road
Burton, SA, 5110
Phone . . . . . . . . . . . . . . .(08) 8280 6600
Fax . . . . . . . . . . . . . . . . . .(08) 8280 5289
MT GAMBIER
Barry Maney Group
199 Jubilee Highway West
Mt Gambier, SA, 5290
Phone . . . . . . . . . . . . . . .(08) 8721 3400
Fax . . . . . . . . . . . . . . . . . .(08) 8721 3444
Queensland
BRISBANE
2632 Ipswich Road
Darra, QLD, 4076
Phone . . . . . . . . . . . . . . .(07) 3363 8000
Fax . . . . . . . . . . . . . . . . . .(07) 3363 8080
GOONDIWINDI
Kenway & Clark
7 Wilson Court
Goondiwindi, QLD, 4390
Phone . . . . . . . . . . . . . . .(07) 4677 9600
Fax . . . . . . . . . . . . . . . . . .(07) 4671 2400
MACKAY
Cnr Central Park Drive
& Progress Drive
South Mackay, QLD, 4740
Phone . . . . . . . . . . . . . . .(07) 4952 4458
Fax . . . . . . . . . . . . . . . . . .(07) 4952 5178
ROCKHAMPTON
985-1005 Yaamba Road
Parkhurst, QLD, 4702
Phone . . . . . . . . . . . . . . .(07) 4923 8000
Fax . . . . . . . . . . . . . . . . . .(07) 4936 1433
TOOWOOMBA
28-30 Carrington Road
Toowoomba, QLD, 4350
Phone . . . . . . . . . . . . . . .(07) 4690 7300
Fax . . . . . . . . . . . . . . . . . .(07) 4690 7370
TOWNSVILLE
622 Ingham Road
Bohle, QLD, 4818
Phone . . . . . . . . . . . . . . .(07) 4758 4000
Fax . . . . . . . . . . . . . . . . . .(07) 4758 4070
YATALA
26 Burnside Road
Yatala, QLD, 4207
Phone . . . . . . . . . . . . . . .(07) 3441 7000
Fax . . . . . . . . . . . . . . . . . .(07) 3441 7070
Western Australia
ALBANY
CJD Equipment
17 Charles Street
Albany, WA, 6330
Phone . . . . . . . . . . . . . . .(08) 9841 1249
Fax . . . . . . . . . . . . . . . . . .(08) 9842 1519
BUNBURY
CJD Equipment
10 Kerr Road
Picton East, WA, 6229
Phone . . . . . . . . . . . . . . .(08) 9722 8100
Fax . . . . . . . . . . . . . . . . . .(08) 9725 7757
Phone . . . . . . . . . . . . . . .(08) 9021 2311
Fax . . . . . . . . . . . . . . . . . .(08) 9091 2387
Tasmania
PERTH
Kenworth DAF WA
787 Abernethy Road
Forrestfield, WA, 6058
BURNIE
AJL Heavy Equipment
1 River Road
Wivenhoe, TAS, 7320
Phone . . . . . . . . . . . . . . .(08) 9359 7400
Fax . . . . . . . . . . . . . . . . . .(08) 9352 8222
Phone . . . . . . . . . . . . . . .(03) 6430 2777
Fax . . . . . . . . . . . . . . . . . .(03) 6431 4535
PORT HEDLAND
CJD Equipment
8 Harwell Way
Wedgefield, WA, 6721
EAST DEVONPORT
AJL Heavy Equipment
16-18 North Caroline Street
East Devonport, TAS, 7310
Phone . . . . . . . . . . . . . . .(08) 9172 1077
Fax . . . . . . . . . . . . . . . . . .(08) 9172 1377
Phone . . . . . . . . . . . . . . .(03) 6427 0900
Fax . . . . . . . . . . . . . . . . . .(03) 6427 0490
ACT
HOBART
CJD Equipment
56 Crooked Billet Drive
Bridgewater, TAS, 7030
CANBERRA
Canberra Truck Repairs
Cnr Kendall Avenue &
Lorn Road
Queanbeyan, ACT, 2620
Phone . . . . . . . . . . . . . . .(02) 6297 3862
Fax . . . . . . . . . . . . . . . . . .(02) 6299 2680
Northern Territory
ALICE SPRINGS
Western Diesel NT
8-10 Cameron Street
Alice Springs, NT, 0870
Phone . . . . . . . . . . . . . . .(08) 8952 1377
Fax . . . . . . . . . . . . . . . . . .(08) 8953 0822
DARWIN
Western Diesel NT
1 Toupein Road
Palmerston, NT, 0830
Phone . . . . . . . . . . . . . . .(08) 8935 9100
Fax . . . . . . . . . . . . . . . . . .(08) 8935 9101
Phone . . . . . . . . . . . . . . .(03) 6262 6200
Fax . . . . . . . . . . . . . . . . . .(03) 6263 7821
LAUNCESTON
CJD Equipment
401 Westbury Road
Prospect, TAS, 7250
Phone . . . . . . . . . . . . . . .(03) 6345 4100
Fax . . . . . . . . . . . . . . . . . .(03) 6343 2192
New Zealand
MANUKAU CITY
Southpac Trucks
96-98 Wiri Station Road
Manukau City, NZ
Phone . . . . . . . . . .0011 64 (9) 262 3181
Fax . . . . . . . . . . . . .0011 64 (9) 262 3184
Papua New Guinea
PORT MORESBY
Boroko Motors
Cnr Waigani Dr & Cameron Road
Boroko NCD, Port Moresby
Phone . . . . . . . . . . 0011 (675) 325 5255
Fax . . . . . . . . . . . . . 0011 (675) 323 6137
TAKE ADVANTAGE OF
THE BEST DEALER NETWORK.
on the job
QUICK HITCH
tough love ...
It’s a not so small, but now nearly
forgotten part of Australian transport history ...
W
Well before all the planes were grounded
and the final rites were proclaimed on Ansett
Transport Industries (ATI), the company ran
a freight express operation that was once
a well-respected part of the road transport
community.
Not content with developing some of the country’s
first air and road passenger routes, Sir Reginald
Myles Ansett put his name
to his company’s latest
venture, Ansett Freight
Express (AFE).
In the 60s, Ansett’s intra
and inter state express road
freight service, was a leader
in it’s field, both in terms
of the equipment it operated
and in how it managed its
fleet and its drivers.
Reg put in place the depots
and management to offer
scheduled freight services, however there
was only one problem. The trucks available
were not reliable, were not fast and were
mostly mechanical nightmares when maintenance was required.
After 10 years of badgering by transport operators Ed Cameron and George
Blomfield, Kenworth Trucks USA sent over
a handful of S-925 model prime movers in
1962 as an introduction to the Australian
market. While this was a production truck
out of Kenworth Seattle, company engineers
had significantly strengthened the design for
Australian roads.
The trucks landed in Melbourne at double
the average price of their competitors, which
quickly became the major talking point among
truck owners and distributors. However, for
twice the price, operators soon realised they
were getting five times the truck.
Reg Ansett was one of the first to recognise
Above: A new era in road transport begins with the
introduction of Kenworth’s S-series trucks
the benefit of running the new Kenworths and
ordered the first two into the country fitted
with the legendary 318 hp GM8V71 engine.
Spicer 12-speed transmission on a Spicer
R170 drive and Kenworth torsion-bar suspension completed the truck’s classic spec.
In all, Ansett ended up ordering 15 S-925s,
mostly operating on Melbourne, Sydney,
Brisbane and Adelaide express freight
routes.
Sir Reg finally had a truck that lived up to
the standard of service he and his management team expected at AFE.
There were only ever 40 S-925 Kenworths
imported into Australia, but the truck had
an enormous impact well beyond its weight
of numbers. It set new standards for reliability, ease of maintenance, low
tare, payload, power and safety.
And, when they started rounding up all the other trucks on the
road, the Kenworth S-925 set an
even higher standard among professional drivers.
Despite their high initial price,
Kenworth’s Australian S-925s reset
the benchmark for what operators
expected from their trucks.
This kind of influence leaves a lasting effect, especially among those
who owned and drove Australia’s first
custom truck.
Beamish Heavy Hauliers took delivery of the 29th, and operated another
three second hand units transporting
oversized loads throughout Victoria.
Company owner, Ted ‘Swishy’ Beamish has something of a soft spot for the
snub-nosed Kenny, starting the Kenworth
S-model Appreciation Society website at
www.kws900.com in 2004 to put the call out
to like-minded enthusiasts.
For those who can remember, and for the
many that want to celebrate a time when
road transport was a much smaller community, the website turns back the clock 50
years to record the life and times of a truck
that did more than just haul loads.
Looking back, the introduction of Kenworth’ S-925 was the truck that heralded
Australian road transport’s entry into the
modern era. Check out Swishy’s website
and take a run down that narrow, potholed
memory lane.
Kenworth has built an extensive truck dealer network across Australia,
New Zealand and Papua New Guinea that is renowned for its professionalism
and excellence in the heavy duty truck industry.
Our dedicated 1800 Roadside Assistance Service covers Australia 24-7.
Simply call 1800 4 PACCAR (1800 472 222) to be connected to your nearest
PACCAR Dealer.
For more information contact your local Kenworth Dealer or go to www.kenworth.com.au
ADVANTAGE KENWORTH
W HICHE V E R R O A D YO U TA K E
ON ENGINE E MI S S ION S
Whichever road you take regarding engine
emission technology, rest assured you’ll
make the right choice with Kenworth.
Kenworth now offers the best of both worlds
with the arrival of the heavy
duty Cummins ISXe5 to complement
the Gen II ISX EGR engine.
Plus you have that extra peace of mind
knowing that this installation has been
locally designed, tested and engineered
for Australian conditions.
Now available in selected Kenworth models,
the Cummins ISXe5 range utilises SCR
(Selective Catalytic Reduction) exhaust
after treatment technology for emission
reduction, and is available up to 600hp.
Go to www.kenworth.com.au/isxe5 or scan the QR code
to learn more.

Kenworth Down Under Magazine

Transcription

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