Cummins Commentary Issue 50 - December 2017

50 th Issue
COMMENTARY
ISSUE 50 - NOVEMBER 2017
www.cummins.com.au
ADvantage
to kilari
HSE
FERRY FANTASTIC
Cummins South Pacific News inside

2
CUMMINS COMMENTARY NOVEMBER 2017
Contents
4 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.
Innovating for
our customers
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.
4
5
6
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.
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19
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20
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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.
24
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.
22
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.
Cummins Commentary is published by Cummins South Pacific
Best wishes
Steph Disher
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 South Pacific
Cummins New Zealand

4 MILESTONE
5
50th
Issue
19 Years of...
COMMENTARY
Iconic Bradley Fighting
Vehicle has been powered
by VTA903 since 1981.
CUMMINS V903
CELEBRATES 50 YEARS
IN SERVICE
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).
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.
The V903 platform will continue to support the
armoured vehicle forces for decades to come.
“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.
V903 was popular in the International ACCO 3070, Ford Louisville and bonneted
and cabover Kenworth models.
“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
CUMMINS COMMENTARY, THE POWER OF CONVERSATION AND VALIDATION.

6 ENGINE TECHNOLOGY
ENGINE TECHNOLOGY 7
One of six Komatsu 830 trucks powered by the 2500 hp
QSK60 Advantage engine at South Walker Creek mine.
By upgrading to a more
technically efficient engine,
we’re reducing our carbon
footprint and diesel particulate
emissions.
Kalari HSE major components manager John Ross (right) with Cummins
Mackay site support technician Anthony Civello and Cummins field service
engineer Andrea Lucas.
Cummins’ QSK60 ‘Advantage’ engine
is delivering major environmental and
operational benefits to mining contractor
Kalari HSE in Queensland’s Bowen Basin.
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
We wanted longer life-to-overhaul and we’ll
achieve that with Cummins’ solution.
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).

8 FERRY EFFICIENCY
FERRY EFFICIENCY 9
FERRY FANTASTIC
Total cost of ownership has been a key element
in the company’s decision to specify Cummins
QSK engines.
Korora running at 29 knots with amazingly little wake.
Cummins was
the only engine
supplier to give us
a straight answer
on life-to-overhaul.
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.
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
Doug Hudson… “There were days that
could only be described as ferry wars.”

10 SAFETY
REPOWERING 11
TACKLING RISK HEAD ON
CRANKED UP IN THE CANE
Paul Destro… “Cummins…the best solution.”
Cummins-powered Kenworths dominate in the Frasers fleet.
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-today
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.”
You can’t run a business
like livestock transport from
a boardroom.
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 South Pacific managing director Steph Disher
with Frasers fleet manager Mark Collins discussing the
cross-loading system (in background).
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.
Cummins Cairns’ Peter Burnell
(left) worked closely with Paul
Destro on repower requirements.
Cummins QSM11 now powers the Deere.
I’ve now got a more productive harvesting
machine…
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. Regearing
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.
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.
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
QSM11 repower was a straightforward job.

12 POWER GENERATION
POWER GENERATION 13
GAME ON!
Cummins Perth team that spearheaded the project (from left) Aek Chatnund, Koen Redfern,
Shahan Jerejian, Jon Beazley, Boon Hong and Rukmin Rathnasinghe.
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.
Cummins’ technical and service support is
highly respected and the company is quick
to respond if there are any issues.
Four Cummins QSK60 generators are split between two substations.
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
Multi-purpose stadium has 60,000-seat capacity.

14 FLEET FOCUS
FLEET FOCUS 15
If you expect a supplier to be loyal to
you, you should be loyal to the supplier.
Cummins Diesel ‘Iron Cross’ logo features on the truck
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.
"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.
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
Errol Cosgrove (left) and wife Mel hold a commemorative Cummins
plaque. On the right is Cummins national account manager Nathan Usher.
SRV owner Errol Cosgrove is a long-time user of Premium Blue oil.

16 NEWS
NEWS
17
Cummins CEO applauds
Male Champions of Change
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
Cummins Chairman and CEO Tom Linebarger (left) with Elizabeth Broderick
and Andrew Penca.
Cummins unveils electrified powertrain for buses
Cummins revealed electrified power technology for transit bus
applications at the recent APTA (American Public Transportation
Association) show in Atlanta, US.
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.
Enhanced energy
storage for both
the BEV and REEV
systems is achieved
using Cummins’
high-density battery
enclosures.
The REEV system’s ability to switch between shorter-range battery-only mode and extendedrange
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 highvoltage
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 range
extended electric
vehicle (REEV)
incorporating
a compact
engine-generator.
New director for
parts, service sales
in South Pacific
Julia Utan
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
New branch managers in
Darwin, Adelaide
John Rhodes
Philippa Heath
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
Cummins ups the ante in efforts to become electrified power leader
An 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.”
Frasers’ Mark Collins wins ATA award
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
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
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.

18 ARTICLE NEWS THEME
ARTICLE TECHNOLOGY THEME 19
Frank Caddy:
A Cummins legend
Long 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 Caddy’s
book ‘Moving
Forward
Looking Back’
celebrates
50 years
of Cummins
in WA.
“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 is Trucking Industry
Woman of the Year
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.
Cummins South Pacific managing director Stephanie Disher (left) with 2017 Trucking
Industry Woman of the Year Tracie Dickenson and ATA Chair Geoff Crouch.
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.
ELECTRIC SHOCK
Aeos unveiling at Cummins tech centre in
Columbus, Indiana.
Frank Caddy (left) with Geoff Ironmonger.
Buddo’s tragic loss to livestock industry
Alan ‘Buddo’ Grant.
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
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 generosity
A 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, upto-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.
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 fuelcell
technology from supplier partners, and hybrid power systems with smaller diesels
complemented by electric drive. n
Aeos accelerates 25-35% faster than a 12-litre
diesel powered equivalent vehicle.
Where’s the engine?
Cummins will launch a fully electrified powertrain in 2019.

20 BOATBUILDING
FLEET EFFICIENCY 21
THERE’S NO CAT-NAPPING HERE!
HUMBLE BEGINNING
NO
BARRIER
TO
AMBITION
Craig Sargent (centre) with Cummins Leeton’s Jackson
Meredith (left) and Inland Truck Centres’ David Warren.
Visiting the Cummins Tech
Centre was mind-blowing…
Volunteer Marine Rescue vessel
powered by twin 480 hp Cummins
QSB6.7 engines.
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
Noosa Cat owner Wayne Hennig (right) with
Cummins Brisbane’s Justin Kelty.
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
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
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.
Kenworth T403 coupled to quad-axle
trailer is a PBS unit.
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.
Photo credit: MSS Media, Wagga
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.
Tegra cement tanker
powered by Cummins
ISXe5 rated at
600 hp/2050 lb ft.
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

22 MILESTONE
REPOWERING 23
THE WORLD’S
ALL IN FOR
HAUL OUT
We know we can get
reliability and longevity
with the Cummins
engine as well as good
aftersales service.
Cummins Asia Pacific director of
engine business Brian Smith (left) with
Bombardier MD Andrew Dudgeon.
MOST RELIABLE
RAILCAR
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.
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.
The VLocity project has been
a great success, with the
trains providing outstanding
service…
Ricky Mio… “Cummins is the obvious
choice for our repowers…”
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.
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.”
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.
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
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.
Cantrell haulouts are being repowered with
the Cummins QSL9.
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.
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
Ricky Mio with Cummins Cairns’ Peter Burnell (left) and
Cummins Townsville branch manager Kevin Speed.

24 BRANDING
PASSION
FOR PINK
Mendi’s pink Kenworth delivers its first load.
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.
Mendi owner Jeff Doyle with corporate
service manager Liz Hodder (centre) and
wife Natasha who is operations manager.
“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.”
$23,000 raised for charities.
We’ve found that women commit to what
they’re doing, they’re motivated to the task.
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.”
Mendi’s pink truck is in support of women in the construction industry
as well as local charities.
Raising money for charity isn’t new to the Doyles: Notably, Natasha has fought in a charity boxing
match, raising $10,000. n
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