COMMENTARY

50thIssue

ADvAntAge to kilAri HSe

Cummins South Pacific News insideFERRY FANTASTIC

ISSUE 50 - NOVEMBER 2017

Cummins South Pacific News insideFERRY FANTASTIC

www.cummins.com.au

Innovating for our customers

Comment by Steph Disher, Managing Director Cummins South Pacific

We are rapidly heading towards the festive season and I am certainly looking forward to spending some time with family and friends over the holiday period. It has been a very full year and it is encouraging to see some optimism returning to our business in the South Pacific (Australia, New Zealand, Papua New Guinea).

This optimism is also being experienced across world markets: Cummins globally reported a 26% increase in revenues for the third quarter 2017 over the same period last year. It has been good to hear from our customers that their businesses are also seeing signs of growth and we are looking closely at how we will meet the increasing demand.

We had the pleasure of hosting our Cummins Inc. Chairman and CEO, Tom Linebarger, in Australia recently. We had a full agenda with Tom which included meeting our customers and employees. We took the opportunity while Tom was here to launch our new Mission, Vision and Values with 100 of our key leaders across our South Pacific business.

Importantly, we spoke about our new vision: Innovating for our customers to power their success. I recognise our customers’ success is our success and I am personally committed to daily improving this across our business.

We see opportunities to support our customers with innovation in a number of areas. Examples include fuel efficiency savings through product technologies such as ADEPT (Advanced Dynamic Efficient Powertrain Technology) on our X15 heavy-duty truck engine, and the MCRS modular common rail fuel system on our high-horsepower QSK engines. Other examples are data analytics and connected solutions to improve fleet utilisation and reduce emergency repairs.

We also see opportunity to continually improve our support and service across the region.

We have introduced a new concept of ‘customer huddles’ in our branches which is an opportunity for all staff in branch teams to understand our customers’ experience with a view to continuous improvement. Our success depends on our ability to provide the best technology, the best value and best support.

I hope you enjoy this 50th edition of Cummins Commentary which profiles the great stories of many of our customers and our employees.

To our customers, I sincerely thank you for your valued support and we will continue to do whatever it takes to keep you as part of the Cummins family. I wish you all a very happy holiday season and look forward to meeting more of you in 2018.

Best wishes

Steph Disher

Contents4 V903 celebrates 50 years in service Once a prominent engine in Australia, especially in trucking, marine and agricultural

applications, the V903 continues in production in the US with ratings up to 675 hp.

5 50th issue of Cummins Commentary We look back at some of the covers that have graced our popular corporate magazine Cummins Commentary.

6 Gaining the advantage Cummins’ QSK60 ‘Advantage’ engine is delivering major environmental and operational benefits to mining contractor Kalari HSE.

8 Ferry fantastic Two new $9 million ferries are resetting the efficiency benchmarks for Fullers Group in Auckland, NZ.

10 Tackling risk head on Frasers Livestock Transport has won safety awards for its cross-loading system.

11 Cranked up in the cane A Cummins badge on the side of Paul Destro’s John Deere cane harvester hints that it may well have a new lease of life.

12 Game on Four Cummins generators are at the heart of the emergency power system at the new $1.6 billion Perth Stadium.

14 100 not out Errol Cosgrove has put his 100th new Cummins-powered truck into service in his SRV fleet.

16 News Read all about the happenings in the world of Cummins both locally and globally.

19 Electric shock Cummins has committed to electric power as an important part of its future.

20 No cat-napping here Underpinning search and rescue operations around Australia is an internationally recognised boatbuilder on Queensland’s Sunshine Coast.

21 Humble beginnings no barrier to ambition Tegra Australia is a family company success story – a company based in Young, NSW, which started as a one-truck operation in 1964.

22 World’s most reliable railcar Another major milestone has been achieved in Victoria’s VLocity rail project with Cummins delivering the 200th QSK19 engine.

23 All in for the haulout Mio Farming is repowering its sugarcane haulouts with Cummins engines to achieve greater reliability and improved fuel consumption.

24 Passion for pink Mendi Group has painted its new Kenworth and B-double trailers pink in support of women in the construction industry as well as two local charities.

Cummins Commentary is published by Cummins South Pacific

2 Caribbean Drive, Scoresby Vic 3179 Australia

Tel: 61-3 9765 3222

Editor: Murray Clifford Tel: 0419 268 289 Email: murray.clifford@cummins.com

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CUMMINS COMMENTARY NOVEMBER 20172

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Once a prominent engine in Australia, especially in trucking, marine and agricultural applications, the V903 continues in production in the US with ratings up to 675 hp.

One of the most enduring engines in Cummins’ long history, the V903 is this year celebrating a remarkable 50 years in service.

“Many engines have done the Cummins name proud and prominent among these is the V903,” said Tom Terkhorn, Manager of Defense Products for Cummins Inc.

“The first V903 crankshaft was laid at the Cummins Engine Plant in Columbus, Indiana, in the fourth quarter of 1967, and since then the engine has progressed from 280 hp for over-the-road truck use to its current peak output of 675 hp for military equipment.”

As its model designation indicates, the V903 is an eight-cylinder ‘V’ configuration with a 903 cubic inch (14.8-litre) displacement. Providing high power density, it has four valves per cylinder, is turbocharged and air-to-water aftercooled, and has a low pressure common rail fuel system.

675 hp version for Bradley.

Today, the VTA903 is produced primarily for military applications, notably the US Army’s iconic Bradley Fighting Vehicle in which it is rated at 600 hp. In 2018, a 675 hp version will be installed in the upgraded Bradley ECP 2, Armored Multi-Purpose Vehicle (AMPV) and Paladin M109A7 howitzer.

In actual operations, the VTA903-powered Bradley has showed a combat readiness of over 95% – the highest combat readiness of any armored vehicle in the history of the US Army.

The V903 was originally developed for the on-highway truck and construction markets to meet the requirements for a lightweight, compact diesel engine in the 280-320 hp range. It went on to make its mark in other applications such as recreational and commercial boats, mining equipment, and farm tractors.

During its years as a heavy-duty truck engine, from 1967 to 1984, it proved reliable and durable. Many engines exceeded 500,000 miles (805,000 km) with no major repairs or overhauls.

New life for V903.

The VTA903 began its life in the Bradley Fighting Vehicle in 1981 when Cummins upgraded the power level of the commercial truck engine from 350 to 500 hp with the addition of air-to-water aftercooling and modifications to the fuel system.

Cummins began production of the 600 hp VTA903 in early 1989 when the Bradley’s full combat weight increased to 60,000 lb (26.8 long tons) as a result of added armor. This required higher horsepower to maintain the Bradley’s mobility. The power boost was achieved using technologies developed for other Cummins products. Importantly, there were no changes to the length, width and height of the engine which had to fit into the Bradley’s notably tight powerpack compartment.

“Cummins conducted accelerated wear and abuse tests for final acceptance of the engine’s revised design and these showed that thermal and mechanical stresses of the 600 hp engine were actually lower than the 500 hp version,” said Keith Baylor, V903 Product Validation Manager. “This meant the army could expect improved reliability and durability. Field performance of the 600 hp engine confirmed this initial expectation.”

Development of the 675 hp version of the VTA903 was completed in 2013 for the US Army’s Paladin M109A7 howitzer, and in 2018 it will be fitted in the upgraded Bradley ECP 2 and Armoured Multi-Purpose Vehicle (AMPV) which replaces the M113 armored personnel carrier.

Again, technologies developed for other Cummins engines were used to achieve the 675 hp upgrade, including a hybrid fuel system utilising a modified fuel pump from the QSK19 family in combination with an electronic control module. Injectors with step timing control (STC) are also used.

Production of the V903 – both remanufactured and new engines – is carried out on the one line at Cummins’ Seymour Engine Plant in Indiana.

“The V903 platform will continue to support the armored vehicle forces for decades to come,” said Tom Terkhorn. n

V903 was popular in the International ACCO 3070, Ford Louisville and bonneted and cabover Kenworth models.

Cummins Inc. V903/defense team, from left: Melina Kennedy (Executive Director – Rail & Defense); Keith Baylor (V903 Product Validation Manager); Tom Terkhorn (Manager – Defense Products); Andrew Stiles (V903 Chief Engineer).

CUMMINS V903CELEBRATES 50 YEARS

IN SERVICE

Iconic Bradley Fighting Vehicle has been powered by VTA903 since 1981.

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The V903 platform will continue to support the armoured vehicle forces for decades to come.

MILESTONE

CUMMINS COMMENTARY, THE POWER OF CONVERSATION AND VALIDATION.

19 YEARS OF...COMMENTARY

50th

Issue

Mining contractor Kalari HSE, has taken major steps to reduce carbon and diesel particulate emissions at the South Walker Creek coal mine in Queensland’s Bowen Basin.

By upgrading its Tier 1 Cummins QSK60 engines to the newly-engineered ‘Advantage’ solution in its Komatsu 830E haul trucks, Kalari HSE has slashed diesel particulate emissions by 63 per cent through in-cylinder combustion technology with no aftertreatment requirement.

Additionally, fuel consumption has been cut by 3 per cent across the six Komatsu 830E trucks, an important greenhouse gas (GHG) emissions reduction, with carbon dioxide (CO2) reduced by more than 510,000 kg for the six trucks operating 6000 hours/year.

Sustainability a key value.

“Environmental sustainability is one of our key values,” says John Ross, major components manager for Kalari HSE. “By upgrading to a more technically efficient engine, we’re reducing our carbon footprint and diesel particulate emissions.

“At the same time, we’re achieving a major cost efficiency gain for our customer by burning less fuel.”

The QSK60 ‘Advantage’ solution has been developed specifically for mining customers in Australia to slash not only emissions but also reduce total cost of ownership through several factors including longer life-to-overhaul. Development was carried out by Cummins’ high horsepower technical centre in the US and Cummins’ engineering team in Australia.

So what exactly is the ‘Advantage’ solution? In simple terms, it’s a rebuild upgrade for the 2500 hp, single-stage QSK60 from the Tier 1 to Tier 2 platform with the addition of some Tier 4 Final component technology. The upgrade features Cummins’ Tier 2 modular common rail fuel system (MCRS) as distinct from the HPI unit injection system on the Tier 1 engine.

Importantly, the ‘Advantage’ solution utilises the original factory 830E cooling system package.

Cost benefit analysis.

Kalari HSE carried out a cost benefit analysis of several engine manufacturers’ upgrade packages before deciding on the Cummins solution as the best value proposal. “We wanted longer life-to-overhaul and we’ll achieve that with Cummins’ solution along with the other benefits of significantly reduced emissions and reduced fuel consumption,” says Scott Pease, technical support manager for Kalari HSE’s truck fleet.

The Tier 1 QSK60 HPI engines in the Kalari HSE fleet were being changed out at 22,000 hours. With the ‘Advantage’ engines, supplied by the Cummins Master Rebuild Centre in Brisbane, life-to-overhaul climbs to 30,000 hours and there’s minimal mid-life replacement of components. The 30,000-hour life eliminates one engine change-out in the 80,000-hour life of the truck chassis.

Kalari HSE and Cummins have had a close association in the Bowen Basin since 2005 when the mining contractor bought five new K2000 engines to repower Euclid R190 haul trucks at the Ensham mine.

Commitment to Cummins brand.

“The support we get today from Chris Bugeja and his team at Cummins Mackay underpins our commitment to the Cummins brand,” says John Ross. He mentions that the 1800 hotline to the Cummins Support Centre has worked well for Kalari HSE, and that having a Cummins technician on site fulltime further ensures that “everything is spot on all the time”.

He says an important factor in the success of the ‘Advantage’ MCRS project was the team work between Cummins and Komatsu – the fact they worked together closely to ensure the project was carried out with a 100 per cent safety record and within the budgeted timeframe with no impact on production. n

Cummins’ QSK60 ‘Advantage’ engine is delivering major environmental and operational benefits to mining contractor Kalari HSE in Queensland’s Bowen Basin.

One of six Komatsu 830 trucks powered by the 2500 hp QSK60 Advantage engine at South Walker Creek mine.

Kalari HSE and Cummins have a close working relationship. From left to right: Scott Pease (Kalari HSE), Chris Dew (Cummins Mackay), John Ross (Kalari HSE), Peter Bond (Kalari HSE), Ben Clark (Cummins Brisbane).

By upgrading to a more technically efficient engine, we’re reducing our carbon footprint and diesel particulate emissions.

We wanted longer life-to-overhaul and we’ll achieve that with Cummins’ solution.

Kalari HSE major components manager John Ross (right) with Cummins Mackay site support technician Anthony Civello and Cummins field service engineer Andrea Lucas.

6 7ENGINE TECHNOLOGY ENGINE TECHNOLOGY

Two new $9 million ferries are resetting the efficiency benchmarks for Fullers Group as they transport hundreds of commuters and tourists daily within Auckland Harbour and the Hauraki Gulf.

Powered by twin 1800 hp Cummins QSK50 engines, the new sister ferries – Korora and Torea – are running swiftly, quietly and with amazingly little wake. This is clearly evident in the photos with this article which show Korora cruising at 29 knots on its way to Waiheke Island.

Importantly, the QSK50 – an electronically-controlled 50-litre V16 – also aligns with Fullers’ business values in a world increasingly challenged by environmental compliance, meeting the most stringent marine exhaust emissions regulations in the world.

The new vessels jog the memory of Doug Hudson, whose father George Hudson bought the Auckland ferry business in the early 1980s. Doug is currently on Fullers’ board of directors after serving as CEO for 10 years.

The Hudsons set about rejuvenating what was a fleet of old wooden ferries and in 1986 built their first vessel – the $3.5 million, 34-metre Quickcat which could carry 650 passengers. At that stage, it was the largest passenger ferry to have been built in Australasia.

”Building Quickcat – a large catamaran – was revolutionary at the time,” says Doug. “George knew little about designing ferries, but what he did know from his experience with buses was that they had to be fit for purpose.”

Quickcat is still in service with Fullers and may be used as a viewing boat at the 2021 America’s Cup in Auckland.

Tales of skulduggery.

The history of Fullers Group is fascinating and includes tales of competitors’ skulduggery as they tried to oust the company

from the Auckland ferry business. Doug Hudson recalls with a wry smile: “There were days that could only be described as ferry wars.”

Today, the focus is on a Fullers organisation that is privately owned by Scottish businessman and entrepreneur Sir Brian Souter, co-founder of the internationally successful StageCoach company which operates 13,000 buses, coaches, trains and trams in the UK and North America.

Fullers Group is the largest public transport ferry operator in New Zealand, transporting over 5.3 million passengers a year with its Auckland-based fleet of 21 vessels.

Total cost of ownership has been a critical element in the company’s decision to specify Cummins QSK engines. The two new ferries, each with twin 1800 hp QSK50 engines, follow Te Kotuku which went into service in 2014 powered by twin 1400 hp QSK38 engines.

Cummins QSK… the best option.

“We looked at three different engines for Te Kotuku and the Cummins QSK emerged as the best option in terms of overhaul frequency, parts pricing, physical footprint and horsepower rating,” says Doug Hudson.

“The performance of Te Kotuku gave us the confidence to build the two sister ferries with QSK50 engines. There ain’t no perfect boat but I think we’re pretty close to it with Kororaāand Torea.”

The performance of the new ferries has exceeded Fullers’ expectations. Fullers’ requirement is for an average speed of 27 knots at 85% of maximum continuous rating (MCR) with typical deadweight. Kororaāachieved 29 knots at 85% MCR during sea trials.

The higher horsepower 50-litre QSK50 engines were considered necessary because the new vessels are 7.0 tonnes heavier with the addition of a sundeck while passenger capacity has increased from 335 to 401.

Significantly, the QSK50 engines are using only slightly more fuel – 13 litres/hour per engine more than the 38-litre QSK38

units – while achieving a higher cruise speed with greater passenger capacity.

Life-to-overhaul.

“Cummins was the only engine supplier to give us a straight answer on life-to-overhaul,” says Doug Hudson. Based on fuel burn – the key indicator of engine workload – the QSK50s will achieve life-to-overhaul of 32,000 hours.

Fullers’ initial expectation for life-to-overhaul with the QSK38 engines in Te Kotuku was 20,000 hours, but Cummins New Zealand’s marine sales executive Keith Hitchcock has upped that expectation to 27,000 hours based on fuel burn.

Another Fullers vessel with twin QSK38 engines is Adventurer which originally had two-stroke Detroits. The repowered 27-metre Adventurer – much lighter than the Te Kotuku – entered service in 2014 and has astonishingly low fuel burn; its QSK38 engines are expected to exceed 40,000 hours before overhaul.

The Te Kotuku, Kororaā and Torea – also equipped with 100 kVA Cummins gensets – were designed by Incat Crowther and built by Q-West in Wanganui. “We’ve deliberately had the ferries built in New Zealand,” says Doug Hudson. “We could have had them built cheaper in Australia but we wanted to invest money back into the New Zealand economy.

“That said, we’re very happy with Q-West. Their workmanship is the key for us.” n

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Korora running at 29 knots with amazingly little wake.

Doug Hudson… “There were days that could only be described as ferry wars.”

FERRY FANTASTICTotal cost of ownership has been a key element in the company’s decision to specify Cummins QSK engines.

Fullers skipper Ben Hart discussing the performance of the QSK50 engines with, from left, Cummins NZ sales executive Keith Hitchcock and Cummins NZ general manager Dan Gallagher.

Cummins was the only engine supplier to give us a straight answer on life-to-overhaul.

FERRY EFFICIENCY FERRY EFFICIENCY

Established 73 years ago, Frasers Livestock Transport may well be the oldest substantial livestock trucking business in Australia still under original ownership.

Frasers today runs a fleet of 50 prime movers and 150 trailers operating as single, B-double, B-triple and roadtrain configurations. Home base is at Warwick in Queensland and the company transports more than four million head of livestock a year between cattle properties, feedlots, sale yards, abattoirs and ports.

Ross Fraser is managing director, with trucks and livestock having been locked permanently into his life for many years. In fact, he has been directly involved in the family business for over 50 years. His brothers Les and Peter were also bred into the trucking business, and they play key roles in the day-to-day operations as directors.

Their parents, Charlie and Edna Fraser, started the company in 1944 with a LendLease Ford carting poultry, grain, wood and hay in the Warwick district before focusing on livestock transport.

Cross-loading safety awards.

Cummins South Pacific managing director Stephanie Disher was recently introduced to the Frasers business, watching the company’s cross-loading in action with a module system that won two Queensland Safe Work Awards and also a National Safe Work Australia Award for ‘Best Solution to an Identified Workplace Health and Safety Issue’.

“The dangers of cross-loading cattle between roadtrains are enormous. It’s one of the most dangerous activities in the cattle transport supply chain… we needed to do something that didn’t put our drivers at risk,” says Ross Fraser.

Frasers designed and custom-built a cross-loading module, a simple but highly functional piece of equipment that provides

significant improvements to animal welfare, driver safety and stock handling efficiency. It removes the need for drivers to work within the stockcrates, or climb or stand on them. The module incorporates a series of elevated platforms, over-trailer walkways, sliding gates and barriers.

“The acceptance has been unreal,” says fleet manager Mark Collins, pointing out the company now has three cross-loading modules, at Toowoomba, Roma and Rockhampton.

He also reveals big time savings: “We recently transferred 42 decks of cattle from Curley (Cattle Transport) to seven of our triples in Roma and it took 2 hours 10 minutes. Without the system it would have taken us half a day at least.”

Long-standing employees.

In an industry as fiercely demanding as livestock transport, staff are a key component to business success, and Frasers has a long list of long-standing employees.

“You can’t run a business like livestock transport from a boardroom. You need the right people on the ground. Bringing people up through the business is a huge advantage,” says Ross Fraser.

“How many multinational companies are involved in livestock transport? None, because it’s too difficult. Nearly all livestock transporters are family businesses and they have that close affinity with animals.

“Recognising the value of having the right people working for you is critical. We’re no different to anyone else. Being away from home a lot puts pressure on families… but we have good driver retention – we actually have a third generation driver here – and we value that retention greatly.”

Mark Collins has been with Frasers for 35 years. He started as a mechanic, had a stint as a driver, and is now fleet manager.

“We’re lucky having Mark,” says Ross Fraser. “He’s taken an interest in industry issues. It’s important that people who are involved in the industry associations have had experience on the ground and use that experience to run a strong agenda for the industry.”

Ross Fraser has always had a close affinity with associations. He was chairman of the Australian Trucking Association from 2004-2006 and is also a past president of the Australian Livestock Transporters Association and Livestock Transporters Association of Qld.

Special demands, special equipment.

Cummins-powered Kenworths dominate in the Frasers fleet today while Byrne is the favoured trailer brand. “We bought our first new Kenworth in 1986 and have continued buying Kenworths. Product reliability and service support are important… we know that the right part will turn up when we ask for it,” says Ross Fraser.

“It’s not in our interest to put another brand into the fleet. That would be inefficient. We like the T650 series Kenworth. It’s easy to work on, it’s easy to change a gearbox, and the cab sits higher on the chassis for better air circulation.”

Frasers’ relationship with Cummins extends back to the early 1980s, and today there’s a mix of Signature Gen II, ISX EGR and ISXe5 engines in the fleet. Again, service support geared to the special demands of livestock transport operations has been a key element in the preference for Cummins. n

Cummins-powered Kenworths dominate in the Frasers fleet.

Cummins South Pacific managing director Steph Disher with Frasers fleet manager Mark Collins discussing the cross-loading system (in background).

You can’t run a business like livestock transport from a boardroom.

TACKLING RISK HEAD ON

Ross Fraser (far left) with, from left to right, Peter Fraser, Les Fraser, Warwick Fraser, Peter Somerville (workshop manager) and Cummins account manager Nathan Usher.

Cummins QSM11 now powers the Deere.

Cummins Cairns’ Peter Burnell (left) worked closely with Paul Destro on repower requirements.

QSM11 repower was a straightforward job.

A Cummins badge on the side of Paul Destro’s cane harvesting machine – a John Deere 3510 – hints that it may well have a new lease of life.

This is confirmed by Paul, a member of the well-known Destro family who have been involved in sugarcane farming and harvesting in the Babinda region of north Queensland for close to 50 years.

Paul, the son of Stephen and Rose Destro who started the business, runs the contract harvesting operation which cuts around 80,000 tonnes a year. He has been in the business 20 years after starting his career as a cane bin hauler at the age of 19.

More productive, especially in wet.

Well into his second season with the repowered John Deere machine, Paul comes straight to the point when discussing the Cummins influence on his business. “I’ve now got a more productive harvesting machine, especially when operating in wet conditions,” he says.

“The original 8.1 litre John Deere engine had run its race at just over 9000 hours.

“I decided to repower the machine because I wanted an engine that wasn’t stretched… that’s where the Cummins QSM11 came into play.

“I looked at a number of options and the 400 hp Cummins definitely looked the best solution in terms of engine displacement (10.8 litres), performance, fuel consumption and ease of installation.”

High rainfall – the highest in Australia, in fact – is a critical factor in the performance and fuel consumption equation. “We cut in the wet a lot so we’re dragging through mud which means high engine load factors and higher than normal fuel consumption,” Paul Destro points out.

Rainfall in the region is measured in metres rather than millimetres. Average annual rainfall is 3-4 metres while up to 7.5 metres have been recorded in a year.

Decent outcome for Destro.

Destro points out that the 10.8-litre QSM11 is on a par with the 8.1-litre John Deere engine in terms of fuel usage, typically in the range of 55-60 litres/hour in dry conditions and higher than 60 litres/hour in the wet. “With the Cummins I’ve gained more horsepower while using the same amount of fuel – that’s a decent outcome,” he says.

Engine load factor in the Destro operation averages 80%, a demanding application in anyone’s language, and one that impacts engine longevity – another factor that influenced Paul’s decision to specify the larger displacement QSM11 in the quest for improved reliability and durability.

At the end of the current season, he plans to re-ratio the hydraulics system on the John Deere to reduce engine speed from 2100 to 1900 rpm to further underpin engine durability while improving fuel economy.

The current hydraulics system is set up for 2100 rpm operation to suit the Deere engine. Re-gearing the pump drive box will allow the QSM11 to operate at 1900 rpm while maintaining hydraulic system performance. The power curve for the QSM11 shows no loss of power at the lower rpm, with 400 hp on tap from 1700 to 2100 rpm.

Peter Burnell from Cummins Cairns worked closely with Paul Destro to ensure the repower was as straightforward as possible. “I did the basic installation myself,” says Paul. “The engine just basically bolted in and then required some re-wiring and re-plumbing. There were no changes to the cooling system.” n

CRANKED UP IN THE CANE

I’ve now got a more productive harvesting machine…

Paul Destro… “Cummins…the best solution.”

10 11SAFETY REPOWERING

The new $1.6 billion, 60,000-seat Perth Stadium is a world-class venue capable of hosting AFL, rugby union, rugby league, soccer, cricket and entertainment events.Encased in a sleek metallic sheath that rises out of an impressive park setting on a bend of the Swan River at Burswood, the stadium – Australia’s third largest – will be officially opened in January 2018.

The commitment to a ‘fans first’ stadium includes two giant 340 sq m video screens, more than 1000 TV screens throughout the interior of the complex, over 50 food and beverage outlets, and state-of-the-art LED lighting to show home team colours at night on the external façade and roof canopy.

The five-tiered stadium – its striking bronze façade reflecting West Australia’s geology – sits on 2000 concrete piles driven to a depth of up to 35 metres and was under construction from late 2014 till October 2017.

High-output Cummins power.

Hidden in the bowels of the stadium are four Cummins generator sets. At the heart of the stadium’s emergency power system, they have a standby rating of 1.8 MW at 1500 rpm and are powered by one of Cummins’ most widely-used high-output diesel engines globally – the QSK60, a 60-litre V16.

Nilsen, the head electrical services contractor for the stadium project, selected Cummins to install the generators sets, exhaust system, fuel system and room acoustics, as well as carrying out the commissioning.

Proven product reliability along with technical and aftersales support were key reasons for Cummins being awarded the job, according to Cummins Perth sales executive Bhavani Sambhara.

“Nilsen and Cummins have a close working relationship as a result of a number of successfully executed projects,” says Nilsen WA operations manager Mark Cassady. “Cummins’ technical and service support is highly respected and the company is quick to respond if there are any issues.”

Prior to the Perth Stadium project, Cummins and Nilsen successfully delivered the emergency power system at the Perth Children's Hospital.

Complex but successful project.

Rukmin Rathnasinghe has headed up the successful stadium project for Cummins Perth, managing a complex stakeholder environment that included Nilsen, Brookfield Multiplex (builder), and Wood & Grieve Engineers (project consultant).

The four Cummins generator sets – C2250D5 (QSK60) units – are split between two substations, each substation delivering power to half the stadium. One generator in each substation can cater for 100% of the section power requirements in the event one unit fails, providing an N+1 redundancy.

The generator capacity also allows the stadium to be operated purely on the generators when needed, easing the demand on the local electrical utility.

In the event of a power outage, both generators start automatically and operate in parallel to supply emergency power to the stadium. The Cummins PowerCommand controllers continuously monitor the generators and provide status signals to the stadium building management system. They provide the added benefit of signalling an overload on the generators to shut down the non-essential equipment during critical situations.

Each substation has one 7000-litre bulk fuel tank providing nine hours of operation at 100% capacity, while two 1000-litre day tanks are also installed at each substation. One fuel system controller per substation provides a control centre for the fuel transfer pumps, solenoid fuel valves and tank alarms. All the alarms are interfaced with the building management system.

Primary and secondary mufflers meet the room acoustics requirements of 65 dBA at specific locations outside the generator substations. Catalytic converters are installed inside the primary muffler to reduce the overall emission levels.

Value of teamwork.

The value of teamwork has been clearly evident at Perth Stadium from a Cummins Perth standpoint.

In addition to senior project manager Rukmin Rathnasinghe, other key members of the Cummins team have been lead engineer Boon Hong who provided excellent technical support from the tendering to the commissioning phase; lead commissioning technician Aek Chatnund who successfully led a team that included Jon Beazley and Koen Redfern; and supporting project manager Shahan Jerejian who provided valuable contributions on the exhaust system design/building integration. n

GAME ON!

Cummins Perth team that spearheaded the project (from left) Aek Chatnund, Koen Redfern, Shahan Jerejian, Jon Beazley, Boon Hong and Rukmin Rathnasinghe.

Four Cummins QSK60 generators are split between two substations.

Multi-purpose stadium has 60,000-seat capacity.

Cummins’ technical and service support is highly respected and the company is quick to respond if there are any issues.

12 13POWER GENERATION POWER GENERATION

Errol Cosgrove has put his 100th new Cummins-powered truck into service in his SRV fleet, a journey that started with a Signature 620 in 2000.

100th new truck – ‘Most Wanted’.

The 100th new truck, a T909 aptly named Most Wanted, is propelled by an X15 rated at 600 hp/2050 lb ft, and is suitably ‘dressed’ to highlight its 100th Cummins status.

Wayne Ball is piloting the T909, the result of his second placing in SRV’s driver rewards program which is held each year. Each driver starts the year with 1200 points and then has points added or deducted according to various criteria.

The usual rewards for the winners are two weeks fully paid in the US for two people (1st place); two weeks fully paid in Thailand or Bali for two people (2nd place); and a fully paid weekend at the Bathurst 1000 or $1000 in cash (3rd place).

This year, in addition to receiving their rewards program prizes, the three winning drivers were presented with new trucks – Wayne Ball with the 100th new Cummins-powered truck, 1st placed Laurence Smith with SRV’s new Kenworth T900 Legend which made its grand entrance in September, and 3rd placed Aaron Reid with a new Kenworth T909.

After serving in senior management roles for various interstate transport companies, Errol Cosgrove started SRV in 1997 and it remains a family company today. SRV is an accredited operator in mass and maintenance management under

the Heavy Vehicle Accreditation Scheme. The fleet is also accredited in Advanced Fatigue Management.

For Cosgrove, loyalty received is deserving of loyalty in return: “If you expect a supplier to be loyal to you, you should be loyal to the supplier. Good suppliers are critical to having a successful business.”

Cummins support…second to none.

He says SRV is “treated like family” by both Cummins and Kenworth.

“Cummins’ support network is second to none,” he says. “That underpins the efficiency of our business. If Cummins wants us to service an engine a particular way, we service it that way and we achieve very good life.”

The new T909 is coupled to trailers promoting Premium Blue 8100 oil which is specifically blended to achieve extended oil drain intervals – up to 60,000 km – with ISXe5 and X15 engines.

Cosgrove is a long-time user of Premium Blue oil, describing it as “value for money”. He points out that SRV regularly achieves in excess of one million kilometres with its 15-litre Cummins engines pulling B-doubles. n

If you expect a supplier to be loyal to you, you should be loyal to the supplier.

Errol Cosgrove (left) and wife Mel hold a commemorative Cummins plaque. On the right is Cummins national account manager Nathan Usher.

Cummins Diesel ‘Iron Cross’ logo features on the truck

SRV owner Errol Cosgrove is a long-time user of Premium Blue oil.

"My first Signature was in a Kenworth K104 which I had until last year (2016),” he recalls enthusiastically. “It had done over 3.5 million kilometres. The oldest Signature I have now is in a 2006 T904. It was rebuilt at 1.4 million kilometres and has since done another 1.2 million.”

Errol Cosgrove considers the secret of his company’s success to be service, reliability and value for money. In fact, that’s what SRV stands for. The Brisbane-based operation currently comprises an interstate express fleet of 74 Cummins-powered Kenworths and 155 trailers. Cummins’ ISXe5 dominates in the fleet, rated at 600 hp/2050 lb ft.

SRV trucks are instantly recognisable for their customization and presentation, obvious factors that underpin driver morale.

14 15FLEET FOCUS FLEET FOCUS

Frasers’ Mark Collins wins ATA award

2017 Craig Roseneder Award winner Mark Collins (second from right) with, from left, ATA chair Geoff Crouch; Deon Roseneder and Katerina Hickson; and Castrol’s Rod Barrett. Deon and Katerina are Craig Roseneder’s son and daughter.

Mark Collins from Frasers Livestock Transport has won the ATA’s prestigious 2017 Craig Roseneder Award which recognises technical and maintenance excellence and celebrates the professionalism of men and women who work behind the scenes in the trucking industry’s workshops.

Collins, who has been with Warwick Qld-based Frasers for 35 years, won the award for his dedication to workshop and driver training, including TruckSafe inductions. n

1616 17NEWS NEWSNEWS NEWS16 17

Cummins CEO applauds Male Champions of Change

New branch managers in Darwin, Adelaide

New director for parts, service sales in South Pacific

Australian Elizabeth Broderick, a powerful and influential global voice for gender equality, met with Cummins Chairman and CEO Tom Linebarger during his recent visit to Australia.

Australia’s longest serving Sex Discrimination Commissioner (2007-2015), Broderick was recently appointed by the United Nations Human Rights Council in Geneva as an Independent Expert on discrimination against women.

In 2010, Broderick founded the Male Champions of Change (MCC) movement in which Cummins South Pacific is now playing a key role through the leadership of Andrew Penca, Executive Director – Cummins Asia Pacific Distribution.

The heart of the MCC strategy involves men of power and influence forming a high profile coalition to achieve change on gender equality issues in organisations and communities. Around 160 leaders across Australia – from business, government, the military and federal police – are now involved in the coalition.

Andrew Penca has been instrumental in setting up a new group within MCC which brings together CEOs and managing directors from industries including transport, construction, heavy industry, chemicals, motor vehicles and technology.

The group met for the first time recently, confirming their focus on advancing gender equality, inclusive cultures and achieving significant and sustainable improvements in the representation of women in their workplaces including senior leadership positions. The group includes leaders from PACCAR Australia, Komatsu, Meritor, General Motors Holden, Aggreko, BASF, Hanson Australia, Viva Energy, Konica Minolta and Transdev.

“Three women in my life – my mother, wife and mother-in-law – have provided inspiration for me and I feel an obligation to ensure those who follow have it easier than they did and have the chance to reach their full potential,” said Penca.

“The benefits of diversity and inclusion have been proven time and time again by empirical and anecdotal data alike. You get better outcomes from a more diverse group of people. Gender diversity is where we are starting with our MCC group as it is the one area that engages everyone.”

In her meeting with Tom Linebarger, Broderick, who was keynote speaker at the Cummins Asia Pacific Women’s Leadership Conference early this year, acknowledged Cummins’ long standing commitment to diversity. “It’s fantastic to look at the heritage of Cummins and the vision of J Irwin Miller, particularly for building a strong and diverse organisation,” she said.

Linebarger said he was excited Cummins was involved in the Male Champions of Change program in the South Pacific. “Cummins is a company of values… those values are why I joined the company and what I care about as a leader,” he said. “Before I joined Cummins I read a quote by Irwin Miller talking about the business case for diversity and I realised this was a company thinking about changing not only the workplace but also how to change the world in a positive way.

“Diversity and inclusion is one of our major focus areas in our new Vision, Mission, Values statement. Why inclusion? To recognise that our leaders need to be proactive and reach out and include to create the right environment where diversity can thrive.

“I believe that a diverse and inclusive workplace creates growth opportunities not just for women but for everyone and will enable all employees to meet their potential.” n

John Rhodes has been appointed Cummins branch manager in Darwin with responsibility for operations in the Northern Territory, including Alice Springs.

He was previously operations manager for Cummins Campbellfield (Melbourne).

John has been with Cummins for 13 years. He served his apprenticeship at Cummins Laverton (Melbourne) before becoming service advisor at the branch. He then moved to Campbellfield branch to become workshop manager and this was followed by roles as service manager and operations manager.

John recently completed an MBA (Masters of Business Administration). n

Philippa Heath has been appointed regional branch manager, based in Adelaide. She is responsible for Cummins’ operations in South Australia in Pooraka (Adelaide), Mt Gambier and Port Lincoln.

Philippa has a proven track record in operations leadership, general management, business development, and human resources. She worked for Ai Automotive, led the Australian operations for Saxon (a Schlumberger company), and most recently was ‘Manager – People and Culture’ at Onkaparinga Council.

She holds a Professional Diploma in Human Resources, a Diploma in Work Health and Safety, and Certificate IV TAE. n

Julia Utan

John Rhodes

Philippa Heath

Cummins Chairman and CEO Tom Linebarger (left) with Elizabeth Broderick and Andrew Penca.

Cummins unveils electrified powertrain for buses

Cummins displayed a new powertrain, configurable for either a full battery electric vehicle (BEV) or a range extended electric vehicle (REEV) incorporating a compact engine-generator.

Cummins’ electrified power systems are ideally suited for integration into transit, shuttle and commuter buses enabling direct drive-by-wire continuous acceleration. With the bus operating in battery-only mode, the system achieves zero emissions at the point of use.

Enhanced energy storage for both the BEV and REEV systems is achieved using Cummins’ high-density battery enclosures, which are compact and modular allowing for both on-roof and chassis integration. Cummins’ unique design fits into existing bus designs.

Cummins’ proprietary control technology enables the zero-emissions bus range to be extended by optimally managing subsystems, allowing the charge of the battery to be extended. Operational flexibility is also improved with fast recharge capability using a plug-in connection, as well as options for enroute charging when a pantograph or charge plate infrastructure is available.

The standard-size Cummins battery enclosure provides a 70-kWh storage capability with up to eight enclosure units (560 kWh) suited for installation within the BEV bus. This enables a zero-emissions range of up to 360 km on a single charge.

Cummins’ REEV system has a battery pack of three enclosures (210 kWh) which can provide a zero-emissions range of up to 135 km - a significant advantage over current hybrid bus capability. When the battery pack depletes to a low state-of-charge, the REEV system brings online a 150 kW (201 hp) engine-generator to recharge the batteries and continue operations with ultra-low emissions capability.

Cummins ups the ante in efforts to become electrified power leaderAn important milestone in Cummins’ efforts to become a global electrified power leader has been achieved with its acquisition of Brammo, Inc which designs and develops battery packs for mobile and stationary applications.

"To be a leading provider of electrified power systems, just as we are with diesel and natural gas driven powertrains, we must own key elements and subsystems of the electrification network," said Tom Linebarger, Chairman and CEO, Cummins Inc.

"By adding the expertise of Brammo and its employees to Cummins, we are taking a step forward in our electrification business and differentiating ourselves from our competition. As always, when markets are ready, Cummins will bring our customers the right power solution at the right time to power their success."

Operations from the Brammo acquisition will continue to be based in Talent, Oregon.

Founded in 2002, Brammo has made great strides in developing electric energy storage technology for mobile and stationary applications.

“Brammo’s expertise across a broad range of applications uniquely positions us to enhance Cummins’ efforts to be a leader in the electrified power space,” said Craig Bramscher, Chairman and CEO of Brammo. “We see this as a very exciting opportunity to continue changing the way the world moves and stores power.”

Enhanced energy storage for both the BEV and REEV systems is achieved using Cummins’ high-density battery enclosures.

This acquisition adds to Cummins’ unmatched portfolio of solutions and provides an entry point into new markets. Cummins recently revealed a fully electric heavy-duty demonstration prime mover called Aeos (see article ‘Electric Shock’ on p.19). n

The REEV system’s ability to switch between shorter-range battery-only mode and extended-range generator mode allows transit authorities to geofence specific downtown areas by utilizing Cummins over-the-air connected technology.

“A key focus in the design of both our BEV and REEV systems ensures the electrified architecture is modular and adaptable to enable an easier technology transition for bus manufacturers,” said Brian Wilson, Cummins General Manager - Global Bus Business. “This allows transit authorities to continue using the same preferred bus models and retain fleet commonality.”

The BEV and REEV systems incorporate the same traction motor and power electronics to deliver a continuous torque output of 1850 Nm (1365 lb ft), eliminating the need for gear shifting and dramatically reducing powertrain noise. When the vehicle requires additional tractive power during rapid acceleration or while climbing gradients, the system can deliver an instant peak torque boost of up to 3400 Nm (2508 lb ft) for a short period.

Both systems provide a continuous electrical output of 225 kW (302 hp), increasing to a peak output of 350 kW (469 horsepower) when it senses the need for a power boost. The high-voltage system operates at a nominal 660V when battery state-of-charge is around 50 percent.

Battery energy storage levels are boosted on-route by accepting “free” energy recovered through regenerative braking. On a frequent stop/start bus duty cycle, this could contribute the equivalent of 20% to the total state-of-charge. Electrical energy is also exportable from the Cummins system to all electric-powered accessories featured on the bus, such as e-power steering, e-HVAC, e-air compressors and e-cooling fans, adding up to a typical 25 kW (33 hp) load at any one time. n

Cummins revealed electrified power technology for transit bus applications at the recent APTA (American Public Transportation Association) show in Atlanta, US.

Julia Utan has been appointed Director - Parts and Service Sales for Cummins South Pacific.

Prior to joining Cummins Julia was head of special original equipment for Hella Australia where she was responsible for sales and product management in the mining, construction, agriculture, marine, leisure vehicle and transportation industries.

Before joining Hella, Julia held a variety of positions with Caterpillar over 12 years. A 6 Sigma Black Belt, she held roles in equipment management marketing, parts and services territory management and as a product support engineer.

Julia holds a Bachelor of Engineering and MBA (Masters of Business Administration). n

Cummins range extended electric vehicle (REEV) incorporating a compact engine-generator.

Cummins has unveiled a concept truck with an all-electric powertrain, highlighting the company’s commitment to electric power as an important part of its future.The zero-emissions two-axle urban delivery prime mover - dubbed Aeos - was revealed at Cummins’ technical center in Columbus, Indiana, USA, featuring a production-intent Cummins electric power module.

The Aeos demonstration truck - named for one of the four flying horses in Greek mythology that pulled the chariot of the sun god Helios across the sky - will mainly be an engineering tool, but there are also plans to put the vehicle into commercial service with a few carriers.

The company also announced plans to introduce a revolutionary heavy-duty diesel engine design in 2022. A prototype was on display at the event.

Cummins is determined to be the supplier of choice for whatever powertrain technologies customers demand - conventional diesel, alternative fuels and various electric architectures.

Massive torque, zero emissions.

Julie Furber, executive director of Cummins’ electrified power business, said Aeos weighs no more than its diesel-powered counterparts but provides greater performance and generates zero emissions.

Range with its single 140 kilowatt-hour battery pack is 160 km, which can be boosted to 480 km with a second battery. The battery’s lighter, denser design enables it to hold a longer charge for improved range and faster charging to reduce downtime.

With today’s technology, the battery takes an hour to charge, but Cummins is predicting that battery advances in the interim will cut this charge time to 20 minutes by 2019.

Furber said Cummins is not interested in becoming a truck manufacturer but is keen to help manufacturers develop electric powertrains.

The electric motor offers peak power of 470 hp (350 kW) and a continuous rating of 300 hp (225 kW) with a massive 2500 lb ft (3400 Nm) of torque at peak and 1365 lb ft (1850 Nm) continuously. With this torque, the truck accelerates 25-35% faster than a 12-litre diesel powered equivalent vehicle.

Diesel…for years to come.

For many markets, Cummins believes diesel engines will be the best solution for years to come. However, the company’s energy-diverse products demonstrate it is prepared to win with new and future technologies.

Cummins has previously stated that by the time the company celebrates its 100th birthday in 2019, it will have launched a fully electric powertrain.

The electric architectures Cummins is pursuing include pure electric using only batteries, electric powertrain with range-extending power generation that could someday use fuel-cell technology from supplier partners, and hybrid power systems with smaller diesels complemented by electric drive. n

ELECTRIC SHOCK

Aeos accelerates 25-35% faster than a 12-litre diesel powered equivalent vehicle.

Aeos unveiling at Cummins tech centre in Columbus, Indiana.

Where’s the engine?

Cummins will launch a fully electrified powertrain in 2019.

ARTICLE THEME ARTICLE THEME

Tracie is Trucking Industry Woman of the Year

Frank Caddy: A Cummins legendLong serving Cummins WA state manager Frank Caddy passed away recently at the age of 82.

Frank worked for Cummins for 32 years. He started in 1965, working for the then Cummins Australia distributor, Blackwood Hodge, which operated as Cummins Diesel Sales & Service.

He soon worked his way through the business into management and took on the role of national service manager working out of the Lansvale headquarters in Sydney.

Frank was set the task of returning to Perth in 1972 to become the first WA state manager, a role he held until his retirement on June 30, 1997.

During his tenure, Frank navigated Cummins in WA through significant growth periods in the iron ore and gold mining booms. He was pivotal in expanding the Cummins footprint in WA by opening branches in Kalgoorlie, Karratha and Bunbury. The growth was often rapid and Frank lead the only way he knew, from the front.

In retirement Frank continued his volunteer work with the Fremantle War Museum, specialising in researching wartime history.

He also worked on a publication to celebrate 50 years of Cummins in Western Australia and in 2000 ‘Moving Forward Looking Back’ was published – a tribute to Frank’s dedication and

contribution to Cummins in this region.

“Frank was a kind and wonderful man of great knowledge and foresight. He lived a very full life right up until his passing and could talk with authority on any subject. He was a strong leader and a great mentor to many who he worked with, including myself,” said Cummins Perth’s Geoff Ironmonger. n Tracie’s father was a long-haul owner driver, so her association with road transport began early

in her life. In 1990, she met Daryl, an interstate driver, and started travelling with him full-time, where she learnt about working interstate transport.

In 2001, operating from home, Tracie and Daryl formed Daryl Dickenson Transport with one truck and one full-time employee. In 2003, Daryl Dickenson Transport set up operation from its first depot in Wacol. Today the company has grown to a fleet of 40 trucks and more than 60 employees with storage facilities in Yatala.

Tracie is a hardworking, tenacious and passionate transport woman. She takes every opportunity to highlight the industry and promote its opportunities. To increase the professionalism of her personnel, Tracie supports workforce skilling and training in her business.

Tracie is also a long-time supporter of RACQ LifeFlight. n

Students revved up at truckload of generosityA partnership between TAFE NSW Wagga Wagga and Cummins has turned the key on a host of new hands-on learning opportunities for local students.

The landmark deal has seen Cummins South Pacific hand over a state-of-the-art ISXe5 training engine to the Wagga campus for use by apprentices studying Certificate III in Heavy Vehicle Mechanical Technology.

In a further boost to students, Eaton has supplied a heavy vehicle transmission, and Wagga-based trucking firm Rodney’s Transport has pledged a special chassis to hold the engine and transmission.

TAFE NSW regional general manager, Kerry Penton, said the donations were a stunning coup for the Wagga Wagga campus and thanked the companies for investing in the future of heavy vehicle maintenance in the region.

“This is wonderful news for TAFE NSW and it shows what great corporate citizens Cummins, Eaton and Rodney’s Transport are,” Ms Penton said. “Attracting and training regionally based apprentices in heavy vehicle mechanics has long been a challenge, so anything that makes training easier is most welcome.”

Cummins’ Asia Pacific technical training manager Warick Meldrum said the company was honoured to forge such an important industry partnership with TAFE NSW.

“We want to support training institutions like TAFE NSW that do such a great job training our apprentices,” Mr Meldrum said. “We know how hard it is to get good quality, up-to-date resources for training and this engine will help apprentices get the hands-on learning experiences they need.” n

From left: Warick Meldrum – Cummins Asia Pacific technical training manager; Peter Gostelow – TAFE NSW; Raman Badekar – Cummins regional apprentice program manager; Alistair Whitsed – operations manager, Cummins Wodonga; Jackson Meredith – operations manager, Cummins Leeton; Wayne Sibrey – TAFE NSW Wagga Wagga.

Queensland’s livestock trucking industry has mourned the passing of Alan “Buddo” Grant, one of its most iconic members. His death in Winton was described as a “tragic loss” by Ian Wild, Livestock and Rural Transporters Association of Queensland president.

“He was a long-time member of our organisation and a strong advocate for anything rural transport related,” Wild said. “We will miss him for all his knowledge and support.”

Buddo’s direct manner and can-do attitude saw his exploits become the stuff of folklore, spearheaded by his 1995 world record for Australia’s longest roadtrain. Achieved at the Winton Outback Festival that year, Buddo coordinated the feat, pulling 34 trailers, measuring 498 metres, for two kilometres.

Born and raised in Winton, Buddo was 55 at the time of his death.

“Buddo was not only a great supporter and customer of Cummins, he was an even better mate to all of us at Cummins and his friendship will surely be missed,” said Col Baker, on-highway account manager for Cummins South Pacific. “The transport industry is very much relationship driven and Buddo was always willing to help our customers if in need around the Winton area and many will never forget this support.” n

Buddo’s tragic loss to livestock industry

Alan ‘Buddo’ Grant.

Cummins South Pacific managing director Stephanie Disher (left) with 2017 Trucking Industry Woman of the Year Tracie Dickenson and ATA Chair Geoff Crouch.

Tracie Dickenson of Daryl Dickenson Transport (Archerfield, Qld) is the ATA’s Trucking Industry Woman of the Year, an award sponsored by Cummins South Pacific.

Frank Caddy’s book ‘Moving Forward Looking Back’ celebrates 50 years of Cummins in WA.

Frank Caddy (left) with Geoff Ironmonger.

19NEWS TECHNOLOGY18 19

Kenworth T403 coupled to quad-axle trailer is a PBS unit.

Underpinning search and rescue operations around Australia is an internationally recognised boatbuilder on Queensland’s Sunshine Coast that builds a range of vessels noted for their rough water performance.More than most boats, a Noosa Cat is going to be used in rough water. It’s part of the Noosa Cat DNA.

The latest vessel built by Noosa Cat for this type of operation is a Cummins-powered 12-metre flybridge for Volunteer Marine Rescue (VMR) Whitsunday – a squadron of Marine Rescue Queensland based at Shute Harbour near Airlie Beach. The squadron, which typically has around 80 ‘activations’ a year, states its main objective is to ‘save lives at sea’.

The $800,000 vessel is propelled by dual Cummins QSB6.7 engines rated at 480 hp, punching out a cruise speed of 25 knots and a top speed of 28.5 knots.

“We had high expectations for the Noosa Cat and it has met those expectations,” says Ray Lewis, president of VMR Whitsunday.

Rough water performance.

He points out that VMR Whitsunday contacted every Coast Guard and VMR squadron with a Noosa Cat to get feedback on the brand before deciding to buy its vessel. “Noosa Cat’s reputation for rough water performance was one of the key reasons we opted for the brand,” says Lewis.

The performance of the 6.7-litre Cummins engines hasn’t disappointed either. “There’s plenty of horsepower available,” he adds. The QSB’s reputation for reliability and durability along with Cummins’ service support capability were other important factors in the purchasing decision.

So what’s the story behind Noosa Cat? It’s really a story about Wayne Hennig and the success he has achieved in one of the most volatile industries on the planet. He has charted a steady course through downturns, recessions and whatever other hurdles have been thrown up.

At the time of writing (mid-July), Noosa Cat had orders that would take until late 2018 to complete.

Noosa Cat vessels are now in use all over Australia: Search and rescue services, water police, Coast Guards and other such organisations consistently turn to the fibreglass catamaran manufacturer for vessels. It’s not surprising as the build quality and performance for intended purpose are second to none.

In addition, the Noosa company has built hundreds more vessels – from 5.0 to 15 metres – for various other levels of

commercial and leisure usage. Many owners would claim Noosa Cat builds the best fishing boat in the country, and it’s easy to understand why.

Mechanic turned pro fisherman.

Wayne Hennig takes up the story: “I was a professional fisherman and also owned a service station at Nambour (on Queensland’s Sunshine Coast) before getting into boatbuilding,” he recalls. “I’m actually a mechanic by trade.

“Why did I start building boats? Basically, I couldn’t get exactly what I wanted as a fisherman. I started pro fishing in 1978 with an alloy cat but it started cracking after 19 hours. That’s how I learned to weld aluminium.”

One of the first vessels he built was a 7.0-metre crab boat powered by a single diesel engine. He went on to build six all up as the business started growing through word-of-mouth

THERE’S NO CAT-NAPPING HERE!

Volunteer Marine Rescue vessel powered by twin 480 hp Cummins QSB6.7 engines.

We had high expectations for the Noosa Cat and it has met those expectations.

marketing. In 1990 Noosa Cat was established at a factory in Noosaville, where the business is still based today.

The basis of the Noosa Cat range was the famous Shark Cat design, with Wayne Hennig buying all the Shark Cat moulds for vessels up to 8.0 metres. However, what he purchased back then has almost no relationship to what Noosa Cat is producing today – a vastly more sophisticated vessel.

He says Noosa Cat has “upped the ante” in development over the last 10 years. “There haven’t been massive changes,” he states. “Rather, our boats have evolved… an evolution that has been subtle and constant. Our structures have become stronger but lighter, our hulls have become more efficient in a speed-for-horsepower equation.”

Vessels in the Noosa Cat range today cost from around $50,000 to $1.5 million – a small price to pay for the seaworthiness, stability, speed and rough water capability that few other craft can match. n

Noosa Cat owner Wayne Hennig (right) with Cummins Brisbane’s Justin Kelty.

Tegra Australia is a family company success story – a company based in Young, NSW, which started in 1964 as a one-truck operation. Craig Sargent heads up the quarry and concrete business today, which serves the southern regions of NSW and ACT.The company’s work varies from small backyard jobs to major construction projects such as bridges, dams and other infrastructure work. It’s estimated there are around 100 Cummins engines working for Tegra, powering linehaul Kenworths, ACCO concrete agitator trucks, Hyundai and Kawasaki front-end loaders, and other ancillary equipment such as water pumps and generators.

Like many family businesses Tegra had humble beginnings. “Dad sold his FB Holden ute to put down a deposit on a C1800 International,” Craig recalls of his father John Sargent. That truck was also the family’s introduction to Cummins, the Inter being powered by a C160 (a 464 cu.in. in-line six).

John Sargent started out hauling cement and sand for the Humes concrete pipe factory at Harden, close to Young. “Dad also had a go at interstate work but that didn’t turn out well because no-one paid,” Craig recalls.

In 1976 John Sargent set up his own concrete plant in Harden, a move that saw his business start to gain momentum. “I was 13 at the time and used to batch concrete before going to school,” Craig remembers.

A vibrant business today.

Today, Tegra Australia operates three quarries, eight fixed concrete plants, two mobile batching plants and nine landscape supply centres – a vibrant business with a fleet of around 60 trucks, including 12 Kenworths which haul cement tankers and tipper combinations.

The road Tegra travels hasn’t been without major drama though. In both 2010 and 2012 the company braved the impact of flood disaster and rebounded back to business. The destructive Murrumbidgee River flooding events hit the company’s quarries at Gundagai and Jugiong, wiping out machinery, contaminating stockpiles and, in some instances, washing stockpiles completely away. “We had $2 million worth of plant and equipment just wash down the river in 2012,” he says.

Dwelling on the past isn’t part of the Sargent make-up however, and Craig today talks with pride and passion about the family business – the people, the equipment, the commitment to customer service.

A recent visit to the US where he visited a Kenworth manufacturing plant and the Cummins Tech Centre in Columbus, Indiana, was another “amazing” chapter in his business career.

Cummins Tech Centre “mind-blowing”.

“Visiting the Cummins Tech Centre was absolutely mind-blowing…one of the best days of my life,” he says. To see Cummins’ roadmap for the future, the extent of the testing being carried out, and the use of other high-tech stuff such as virtual reality to give Cummins engineers a one-to-one perspective on engines and components, often before anything is built, has given him a whole new perspective on the incredible development that goes into today’s diesel engines.

The Kenworth plant was an eye-opener too, although he adds: “When you see what Kenworth is doing in Australia…they can stand tall and feel very proud of what they’re manufacturing, a product that is second to none.”

Tegra’s 12 Kenworths, supplied by Inland Truck Centres in Wagga and all with Cummins ISX power, include three PBS (Performance-Based Standards) units that are meeting the productivity and efficiency focus within the business.

Two are ISXe5-powered T409s coupled to quad dogs, running into Sydney with a 39.5-tonne payload and a gross weight of 57.5 tonnes. The other is a T403 with Fleet 450 power, pulling a quad-axle semi-trailer with a 34.5-tonne payload and a gross weight of 50.5 tonnes. This unit delivers product to Tegra’s own yards and is easier to manoeuvre in tight spaces than a truck-and-dog.

Times and trucks have, of course, changed beyond all measure. As Craig Sargent talks about the business his father started more than 50 years ago, a Cummins ISXe5-powered Kenworth idles into the yard, providing a dramatic contrast between the old and what the company is operating today.

Cummins has been there for much of the family’s journey. “When we’re looking to buy equipment, whatever that equipment may be, we always search for something with Cummins in it,” concludes Craig Sargent. n

Visiting the Cummins Tech Centre was mind-blowing…

Tegra cement tanker powered by Cummins ISXe5 rated at 600 hp/2050 lb ft.

Craig Sargent (centre) with Cummins Leeton’s Jackson Meredith (left) and Inland Truck Centres’ David Warren.

HUMBLE BEGINNING

NO BARRIER TO AMBITION

Photo credit: MSS Media, Wagga

20 21FLEET EFFICIENCYBOATBUILDING

Cummins delivers 200th QSK19 engine for VLocity project.Another major milestone has been achieved in Victoria’s VLocity rail project with Cummins delivering the 200th QSK19 engine for the trains which operate within the state.

Cummins has worked closely with Bombardier, the railcar manufacturer, to ensure high availability and on-time performance of the VLocity fleet. In fact, VLocity is arguably the most reliable passenger railcar in the world today.

Cummins South Pacific rail business manager Victor Lekhtman said the key measurement of the reliability of a rail fleet was the MDBF, or mean distance between failures. The MDBF is based on any delay in station arrival time of five minutes or greater.

“The original expectation for VLocity was an MDBF of 100,000 kilometres, but the actual long-term MDBF average exceeds 150,000 kilometres which is phenomenal. It’s unheard of in the diesel railcar industry,” said Lekhtman.

200 Cummins gensets too.

The first VLocity trains went into service in Victoria in late 2005 and are currently moving 1.2 million passengers a month. Operating at speeds of up to 160 km/h they are powered by 750 hp horizontal Cummins QSK19 diesel engines. Each car in the three-car VLocity trains has 19-litre Cummins power as well as an 85 kWe Cummins generator set.

When the VLocity project was mooted in 2002, Cummins was considered the only diesel engine manufacturer capable of providing the engineering expertise to ensure its success.

The VLocity railcars are manufactured by Bombardier Transportation at its Dandenong (Melbourne) facility, while production and assembly of the propulsion, cooling and electrical power generation modules is carried out at Cummins’ South Pacific headquarters in Scoresby (Melbourne).

The innovative module concept was developed by an engineering team at Cummins to significantly reduce maintenance downtime. Each module is designed for quick replacement with a standby unit, meaning fast turnaround during scheduled servicing and maintenance.

Cummins Asia Pacific director of engine business Brian Smith (left) with Bombardier MD Andrew Dudgeon.

VLocity under construction at Bombardier’s Melbourne manufacturing plant.

Cake cutting at 200th VLocity celebration (from left) Neil Gibbs, executive director of rollingstock – Victorian Government; Steph Disher, managing director – Cummins South Pacific; and Andrew Dudgeon, managing director – Bombardier Transportation Australia.

The VLocity project has been a great success, with the trains providing outstanding service…

THE WORLD’S

MOST RELIABLERAILCAR

These modules incorporate the underfloor-mounted QSK19 diesel engine, charge air cooler, 85 kWe generator set, exhaust system, and roof-mounted cooling system of six radiators for the engine, generator set and hydrodynamic retarder. There are also modules with pipework, pumping and electronic controls for the engine and generator set.

Proven durability of QSK19.

When the modules are removed they are taken to the Cummins Laverton branch for refurbishment in readiness for the next train scheduled for a major service. The proven durability of the Cummins QSK19 engine is highlighted in the 18,000-hour life-to-overhaul being achieved.

An additional 25 VLocity railcars are being built on top of the 200 already in service, while negotiations are taking place with the Victorian Government for the manufacture of a further 39 units.

Describing the 200th VLocity delivery as a “real feat”, Bombardier Transportation Australia managing director Andrew Dudgeon said the success of the project was due to the close partnership between Bombardier and Cummins.

“The train doesn’t work without a power source… everything feeds off that. So the technology of the two pieces coming together to deliver this fine capability for the people of Victoria is something that we, as a combined team, can be very proud of,” he said. “We look forward to continuing this partnership as we roll into the years ahead.”

Cummins South Pacific managing director Steph Disher said: “The VLocity project has been a great success, with the trains providing outstanding service reliability and passenger comfort.

“Local employment has also benefited. We have a team of employees dedicated to production and assembly of the modules at our Scoresby facility, as well as a team of business managers and technicians at our Laverton branch who liaise with Bombardier and manage scheduled and unscheduled maintenance.”

Disher pointed out that Cummins had 54 suppliers specifically for the VLocity project and that close to 600 components were used in local assembly of the modules. n

23REPOWERING22 23

Based at Clare in north Queensland’s Burdekin region – south of Townsville – Mio Farming is a long established family business with around 4050 hectares (10,000 acres) of its own cane.

Mio Farming had its origins in the 1960s when Giuseppe and Rina Mio began growing tobacco in the Burdekin region before expanding into cane in the late 1970s.

Today, the business is run by their sons Ricky, Paolo and Mario – an operation that harvests and hauls around 310,000 tonnes of its own cane a year, with a further 120,000 tonnes harvested and hauled on a contract basis.

Mio’s fleet of nine haulouts is spearheaded by six Cantrell prime movers coupled to triaxle elevating trailers with a side conveyor system for unloading. The haulouts are loaded on the move by the harvesters and then take the cane to the rail siding to offload into rail bins.

Ricky Mio with Cummins Cairns’ Peter Burnell (left) and Cummins Townsville branch manager Kevin Speed.

Cummins the obvious choice.

Two of the Cantrells have Cummins power – in both instances these were repower jobs – while the other four have another engine brand. The poor reliability of this brand has prompted the Cummins repower decision.

“We’re going through the rest of the fleet, repowering with the Cummins QSL9,” confirms Ricky Mio.

“Cummins is the obvious choice for our repowers because of our experience with the product,” he says. “We know we can get reliability and longevity with the Cummins engine as well as good aftersales service.”

He points out that 18,000 hours was achieved with an earlier generation 8.3-litre ISC engine rated at 315 hp in a haulout, and that was replaced recently with the 8.9-litre QSL9 punching out 325 hp.

Horsepower in reserve.

The QSL9 has established a best-in-class record for reliability, durability and fuel efficiency in a wide range of industrial, automotive and marine applications, and is the engine that will be used to repower the remaining four Cantrells.

“We like to have horsepower in reserve and the QSL9 gives us that,” says Ricky Mio.

The other existing Cummins engine in the Mio fleet is a common-rail ISC which has so far put in five years of reliable service with around 10% lower fuel burn than the competitor engine brand in the fleet.

The haulouts operate at a gross weight of 38 tonnes and each clocks up around 1500 hours a season while moving 60,000 tonnes of cane. The oldest units in the Mio fleet are now in their 18th season, and Ricky Mio is aiming for another 10,000 hours before replacement. n

Mio Farming has confirmed it will be repowering a further four of its sugarcane haulouts with Cummins engines to achieve greater reliability and improved fuel consumption.

ALL IN FOR HAUL OUT

Ricky Mio… “Cummins is the obvious choice for our repowers…”

Cantrell haulouts are being repowered with the Cummins QSL9.

We know we can get reliability and longevity with the Cummins engine as well as good aftersales service.

MILESTONE

We’ve found that women commit to what they’re doing, they’re motivated to the task.

Construction companies aren’t normally associated with the colour pink for their branding. However, the Mendi Group of Townsville (Qld) recently took the huge leap, painting its new Kenworth and B-double trailers pink in support of women in the construction industry as well as two local charities.

“When we were looking at the purchase of two new truck and trailer combinations we decided to make the purchase significant to the greater community,” says Mendi Group owner Jeff Doyle.

“What better way to do this than paint one of the trucks pink and use it to spearhead a ‘Think Pink’ week to raise funds for local charities.

“At the same time we wanted to highlight women in construction, and the many career choices that are now available to women to the benefit of our industry.

“In our industry women aren’t as transient as men. We’ve found that women commit to what they’re doing, they’re motivated to the task, they’re more grounded and show good attention to detail.”

PASSIONFOR PINK

Mendi’s pink Kenworth delivers its first load.

Mendi owner Jeff Doyle with corporate service manager Liz Hodder (centre) and wife Natasha who is operations manager.

Mendi’s pink truck is in support of women in the construction industry as well as local charities.

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$23,000 raised for charities.

Mendi’s ‘Think Pink’ week raised $23,000 for two local charities – Sky Foundation which assists women and children who are victims of domestic violence, and Unlock the Lochs which assists families with children who have special needs.

Mendi started out as a civil construction company in 1957 with Jeff’s late father Kevin employing only eight people. Since then Mendi has diversified into quarrying, bulk haulage and property development with 82 people currently on the payroll. The Mendi logo incorporates the words ‘Big Solutions’. The Mendi truck fleet comprises 10 B-double side-tipper combinations, 8 of which are coupled to Kenworths. The pink Kenworth is a Cummins X15-powered T909.

Jeff Doyle says around 15 percent of Mendi’s current workforce is female and he wants to increase that significantly. Two key roles in the business are held by women: his wife Natasha is operations manager (“she hated it for the first six months”) while Elizabeth Hodder is corporate services manager.

Investing in employees, community.

He says Mendi wants to be “more than a construction company”; he wants it to be seen as a proactive company that invests in its people and the local community.

“We are assisting charities that are local unsung heroes, charities that provide benefits to women and the local community,” he says. “We asked our business partners to get behind our think pink initiative and support the fantastic charities we chose for our fund-raising.”

Raising money for charity isn’t new to the Doyles: Notably, Natasha has fought in a charity boxing match, raising $10,000. n

24 BRANDING