PowerTorque Issue 73 OCT-NOV 2016

AUSTRALIA'S LEADING TRUCK AND TRAILER MAGAZINE

ISSUE 73 OCT/NOV 2016 RRP: $8.95 (NZ $9.95)

www.powertorque.com.au

ISSUE 73 OCTOBER / NOVEMBER 2016

international truck of the year 2017

PROFILE

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Kenworth brand is definitely a crowd favourite among Australian operators.

The iconic and uniquely Australian trucks that have rolled out of the Bayswater plant since 1971 have helped the brand build a reputation for toughness, versatility and durability, and have kept Kenworth at the top of the heavy-duty truck sales charts for many years.

To celebrate the journey, and those who have been a part of it, Kenworth decided to release a limited edition model that would encompass all that the brand has stood for over the years. While it would have been easy to just dress up a current model, add a bit of bling and limit the number produced from the factory, the decision was made to go with an older model, and that was the T950.

The Kenworth T950 was originally manufactured between 1992 and 2007, and embodied everything there was to love about the big bonneted American trucks of the time. A high-set cab, tough looks and the power to match made it popular with single trailer and road train operators alike.

The typical Kenworth fitout, including studded vinyl trim and woodgrain dash, also gave a sense of luxury, something that continues in the Kenworth trucks of today.

In fact, as a kid, my dad drove two different versions of the T950, and hence I spent a lot of time aboard them myself.

Man, were they big ships in their day! But the release of the T950 Legend, nine years after the last T950 rolled out of the Bayswater plant, was to bring something even more iconic – and somewhat more desirable to the masses.

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The T950 Legend production run was limited to 75 units, and all were sold within just 48 hours. Now Kenworth, as I mentioned, has always had good sales figures, but to sell 75 trucks in two days must be some sort of a record, and speaks volumes about the passion Aussie operators have for “old-school cool”.

Among the old-school features of the T950 Legend are a remake of the flat dash panel, badging that harks back to the 70s, and the repainting of the Cummins ISX engines to the beige of days gone by. Vintage style gauges with white background, a woodgrain gear knob (all 75 were built with Eaton manual transmissions), and unique T950 Legend badging and embroidery throughout the cab, top off the list of custom finishes that set these trucks apart from the crowd.

On a recent cold winter’s morning, I travelled to Jerilderie to catch up with one of the lucky few who get to steer a T950 Legend. Jamie drives Legend number 51 for Guse Transport Services, a small operation based out of Wondai in Queensland, and tows tippers in either B-double or road train configuration. He has worked for the Guse family for three and half years. “Mainly running around the Downs, South Burdett, Kingaroy area. I get home every weekend, unless it’s harvest time or we’ve got a bit on,” he said.

Jamie has clocked up 75,000 km on the T950, and said, “It probably hasn’t quite loosened up yet. I quite like the motor. It’s the first one I’ve had with the AdBlue.”

Rated to 600 hp/2050 Nm, the ISXe5 is returning around 1.85 km/l when fully loaded – not too bad for an engine that hasn’t loosened up. “I think it’s quite nice to drive, easier to drive, going back to the old style with a bit more pedal control and that sort of thing,” Jamie commented.

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Dave Whyte follows the Legend T950 trail

THE LEGEND CONTINUES The truck is rated to 110 tonnes, and rides on eight-bag Kenworth suspension on the rear, and three-leaf parabolic springs up front, which Jamie says feel a bit soft.

And a big truck it is. The T950 is an imposing bit of gear, and carries just a nice amount of bling to complete the look.

“The last truck I had was a T608 with huge leaf packs in the front, so it’s gone from one extreme to the other.

The ride in it is nice though,” he said. “The truck is nice and comfortable. It’s set out pretty well inside. You lose a little bit of room, not having an integrated bunk, but it’s still a nice cabin.”

“I’m pretty lucky,” said Jamie. “The Guse family look after me. They like good gear, and I like good gear”.

“I’d never operated a 950 before,” Jamie said. “It’s like a cross between a T909 and a T659, with not bad vision and you can still see the bullbar, as compared to the T909.

I lost a bit of turning circle from the 608 to the 950, but you’re going to get that with a big truck, I suppose”.

The T950 isn’t the only limited edition Kenworth in the Guse fleet, and joins a T909 Director Series and a 50th Anniversary K200, with a T404ST and a T409 making up the five-truck fleet.

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PROFILE Maintenance on the Guse fleet is carried out in-house

by Harley’s Heavy Diesel, which has a workshop and pit at the Guse depot in Wondai. Maintaining the appearance of the trucks is also taken care of in the yard, as Jaimie explained: “Mick (Guse) has got young fellas that wash them. It’s a bit of a ritual, every Saturday morning they go through and wash them all.”

The interior of the truck was also spotless, though I suspect this might be Jamie’s work, and this is no mean feat given the dusty and dirty conditions often encountered on tipper work. While the big T950 is a bit of a statement in itself, it also makes a statement about the company and the driver. While it may be a limited edition, it is also the right truck for the job, and looks the part while getting it done.

The idea of bringing back a model that was phased out almost ten years ago would seem almost backwards to many people. The transport industry, and Kenworth customers in particular, seem to love the idea, however. While the T950 Legend trucks have all the modern technology, including safety and environmental technology that wasn’t around when the original T950s were being built, they still retain that certain something that makes them desirable. Maybe it’s the rough and rugged appearance, maybe it’s the limited edition thing, or maybe it’s the memories from when we were all a little younger and drooled over the big boy’s toys. Whatever it is, it’s not just limited to the T950 Legend, there’s a little bit of it in every Kenworth (yes, even the little ones). What the T950 Legend does, though, is put it front and centre, without the excuses and justification, and that’s just the way it should be.

Jaimie Spokes is the lucky driver of the new T950 Legend.

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TRUCK SHOW

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awkesbury Showground played host to the Annual Clarendon Classic Rally on 17th and 18th of September, put on by the Sydney Antique Machinery Club. Adding to this already popular event, 2016 marked the inaugural Kenworth Klassic, an informal gathering of all things Kenworth.

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Fans of the KW brand were not to be disappointed as large numbers of the trucks, shiny and preened to a mirror finish, parked up in an orderly fashion to be admired and ogled by many over the two-day event.

While many other makes and models of trucks were on display, Kenworth was the dominant theme, with examples

KENWORTH KLASSIC

T950 “Legend” and T950 “Tradition”

from the 1960’s to the limited edition T950 Legends of late, and all and sundry in between. Some were new or restored to their original glory, and some were, well, a little more highway tired and experienced, which only added to the diversity of display.

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TRUCK SHOW

Organised and hosted by Bruce Gunter and David Chapman, the sheer number of Kenworths on display would indicate a very successful event indeed, and fine weather on the Saturday made for a leisurely day for the crowds meandering about the show. They also provided an excuse (if one was needed) for the owners to compare chrome over a beer or two.

Although the weather closed in for day two of the event on the Sunday, PowerTorque is sure that even torrential rain would not have deterred the crowds in the slightest. Just as a reminder of how things used to be “back in the day”, the return trip home for many of the vehicle owners would have enabled them to once again experience the air-operated windscreen wipers of the older models as they performed their hesitant and often lazy drag across the windscreen, just as they have done for decades.

Amongst the standout examples was the spectacular 1984 W-Model of the late Chris Pezzutti, lovingly brought back to its former glory by family and friends just in time for the show.

Chris tragically and unexpectedly passed away earlier this year and was a regular at classic truck events.

His truck was to him, part of the family, which now reads just that across the front bumper flap.

Chris Pezzutti’s 1984 W-Model

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Little big rigs RC trucks

KENWORTH KLASSIC

A “Ned Kelly” themed K104 owned by Mick Albury, who explained, “I’ve always had an interest in the bushranger and decided to theme the truck that way”.

The truck also wears a tribute to Mick’s late mother, Marilyn Gai, on the rear of the cab. Mick said, that his Mother in her final days made him promise to look after himself better, lose some weight and “take a chance” and buy his own truck. At the show this year he obviously heeded her advice and we now see him with his own truck and a shadow of his former 200-plus kg.

Mick Albury’s K104

Not everything was appearing in pristine condition, but it was equally great to see some of the old timers, such as the unrestored W924 1969 model, chassis number 114862, owned by Barry Clapman of Ilford, NSW, bearing the name of “Jones Bros’ Carrying” on the door.

W924 1969 model owner, Barry Clapman

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TRUCK SHOW What makes the event interesting is the laid back attitude of the organisers who determine the rules and regulations and are obviously keen to grow the event without the usual constraints. As organiser Bruce Gunter explained to PowerTorque, “Entry is free for exhibitors, and this is a family day. There were free fun rides for kids, tractor pulls, food and collector stalls, along with historic trucks, cars, steam powered vehicles and trade stands.

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KENWORTH KLASSIC “Everyone was invited to display their Kenworth, new or old, working or retired, restored or original, and be part of what we hope will become the largest gathering of the Kenworth product we have seen in Australia. Our slogan is No Judging, No Trophies, No Problems,” Bruce added.

Both Bruce Gunter and fellow organiser David Chapman were extremely pleased with the standard of the entries, which numbered 273 vehicles.

All in all, the event was well organised and patronised by exhibitors travelling “many a mile” to take part. A word of appreciation is also appropriate for the support provided to the event

by Sydney Kenworth dealership Gilbert & Roach, Paccar Parts and TRP. With word getting around and regrets already expressed by those not being able to make the event this time around, next year should be “a cracker”.

Gilbert & Roach team

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THE LATEST INNOVATIONS IN

TRAILER TECHNOLOGY

DRIVEN

DRIVE I love the challenge of driving trucks that are in differing combinations, as it really pushes the boundaries for the driver in terms of assessing how much a trailer will cut in to a corner or how it tracks behind the prime mover.

It’s one thing to drive a new product around a closed circuit test track, but, for the launch of the new R and S-Series, those with an appropriate Aussie MC licence were able to head out onto Sweden’s public road network, where, to add to the unfamiliarity of the street signs and road system, you also got to drive on the opposite side of the road.

Scania obviously likes the idea of a challenge as well, as it displayed a total of 16 different combinations of trucks, trailers and prime movers for its newgeneration product launch at its test centre and proving ground near Stockholm.

Ten R-Series and six S-Series models were represented with 1 x 410 hp, 6 x 450 hp, 5 x 500 hp, 1 x 580 hp and 3 x 730 hp models. These were split into a general cargo application as 4x2 and 6x2 with a tri-axle semitrailer at 40 tonnes GCM and 16.5-metre OAL, a car carrier at 29.5 tonnes, a 6x2 rigid and quin-dog trailer for grain cartage at 58.3 tonnes and 24 metres, rigid 6x2s with quad-dogs and quin-dogs running an OAL of up to 25.25 metres and with 61 tonnes. Some had fixed axles, while others, such as some of the quin-dog trailers, also featured electrically powered, self-steering tag axles.

With all day to play out on the public roads, PowerTorque worked its way through the pack, heading firstly around the test track and then out onto the public road network, part of which constitutes the annual Scania Young Truck Driver of the Year Award evaluation route.

Being accompanied by a qualified Scania driver trainer in the cab certainly helped acclimatise to each different vehicle. The common denominator was the latest Opticruise AMT, and with the new layshaft brake the gearshift quality really is first class. Every shift is almost imperceptible, rapid in its execution and able to keep the turbo bubbling along under boost.

The 410 showed it was well able to keep any local and intrastate driver comfortable and happy, pulling strongly at 40 tonnes. As you might expect, the 450 hp just made it easier, and here it was interesting being able to compare the ride comfort and handling of the R-Cab and S-Cab variations.

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DRIVE TIME

TIME NOTHING SHOWS OFF A PRODUCT LIKE A TEST DRIVE, AND, WHEN THERE ARE 16 TRUCKS TO PLAY WITH, IT’S SHAPING UP FOR A GREAT DAY WORDS BY CHRIS MULLETT Sitting 170 mm higher from the road in the S-Cab there is a slightly noticeable sway to the cab that would soon become commonplace. The flat floor would be appreciated, and for those running solo the passenger seat base folds up to facilitate an easy cab walk-around when parked up. Without air suspension the passenger seat is basic and not somewhere you’d want to spend a week, but it is functional for short distances.

The air-suspended driver’s is really good, with plenty of adjustment, including a slide forward seat base extension, tilt and height adjustment.

Bearing in mind the test route for the Young Truck Driver of the Year competition is by its very nature a bit of a challenge, it was interesting to see just how well the rigid and drawbar combinations tracked around some of the tight roundabouts on the network, especially when hauling the quin-dog trailers at maximum weights.

If you take your time, plan ahead and think the quin-dog trailer combination around the succession of roundabouts as you tackle each one, it all comes together well. Vision through the large mirrors is superb, aided considerably by the slimmer A-pillars.

We all know how some mirror combinations actually block the sight of traffic trying to merge into a junction, but by moving the driver’s seat position slightly forwards and closer to the door Scania has reduced the interference to an absolute minimum. There wasn’t one occasion when I was concerned I might have missed something – actually quite the opposite being the case as the angle of vision adds to the driver’s confidence.

About the only other addition I’d like to see, especially on new design, would be to include a heads-up display on the windscreen showing road speed. The speed limits during the drive varied from 50-70 km/h on the smaller local roads, increasing to 80 km/h as the maximum speed for a laden truck on the freeways.

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DRIVEN

The Swedish car drivers seem to be quite a patient lot, not suggesting any particular need to cut in rapidly after an overtake and comfortable in backing off in their approach from a side road as we circumnavigated the roundabouts during the day. The electrically steered rear tag axle was a real advantage in these instances, but with a 25.25-metre rig on a narrow road it was necessary to take up all the available space on offer.

Being able to start with a 410 hp single semitrailer and then work up through the fleet with the 450 hp engine followed by the 500 hp, is a bit like being a kid in a candy store. The day just kept on getting better, and with trailers getting more complex, as well as longer, the natural progression of negotiating the Swedish traffic system added to the challenges.

As a new introduction, the 500 hp version showed off how it’s ideally tailored to those running single trailers or combinations where volume is more common than full weight. This 13-litre is impressive, and with very low noise levels it’s going to find a lot of new converts when it’s made available in our country.

If the day had ended there, most drivers would have been pretty much satisfied with their experience. But of course there’s always one better option, and for all those that like to have a few extra horsepower available the final drive of the day in the 730 hp V8 proved to be the pinnacle of driving pleasure.

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DRIVE TIME

The 13-litre 500hp engine is extremely impressive and is available in the R-Cab and also the more spacious S-Cab featuring more interior space and a totally flat floor.

With the V8 producing 537 kW of power at 1900 rpm and 3500 Nm of torque from 1000 to 1,300 rpm, even at 60 tonnes everything appears completely effortless. With a rear axle ratio of 3.08:1, and with selectable performance modes of Power, Economy or Standard, the actual reduction of driving effort is nothing short of awesome.

As a final mention regarding aerodynamics it should be noted that all the test vehicles were making full advantage of low ride heights to minimise aerodynamic drag. Tyre size for example was all aimed at low profile, low rolling-resistance benefits with 385/55R22.5 on the steer axle and drive axles, with the front skirts all featuring low ground clearance bumpers.

With all our opportunities in Australia for running over animals at night, none of this would of course translate to our long haul operations, without sustaining considerable damage. All Australian spec vehicles will feature greater ground clearances with alternate front skirts and bumpers to take that factor into account.

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TRAILERTORQUE

CUSTOM MADE A GRANT ENGINEERED SHOWS THAT INNOVATION AND HIGH QUALITY CAN LEAD TO INCREASED PROFITABILITY s some manufacturers continue to grow in the global community, the opportunity for innovation and exciting new developments can sometimes be overlooked in the quest to standardise designs as a way of reducing costs.

The introduction of low-cost axles and suspension systems from countries such as China has not been without its difficulties, not only because of long-term durability issues, but also with materials such as asbestos finding their way into insulation and brake pad compounds.

Another increasingly common problem with imports from China is the variation in the integrity of components and fabrication work, with previously approved quality controls being either ignored or changed without notification.

The Australian transport industry is one of the most efficiently operated distribution systems in the world, and we’ve achieved that level of efficiency because of the role played by Australian manufacturers, whether they be truck makers or trailer builders.

In our feature in the TrailerTorque section (P94-96) we interview two of Australia’s major equipment rental operators, and both make comment on the increase of container traffic and imports,

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Remote tipping operation provides additional safety levels for operators.

resulting from the escalating reliance of overseas manufacturing. We manufacture less and we import more.

Free trade agreements might be the flavour of the month with politicians of both persuasions, but they do nothing to help sustain our own local manufacturing expertise for future generations.

Although the decisions to cease local car manufacturing operations in Australia were made in overseas boardrooms of multinational companies, fortunately, when it comes to the trucking industry, there remains an overwhelming need for local knowledge and ability in trailer building to continue in Australia. And that means local manufacturing, not offshore importation.

CUSTOM MADE

In our last issue, Warren Caves featured Sydney-based Avijohn Contracting, with particular mention of a new conveyor rear-discharge trailer that’s working in conjunction with paver machines to improve efficiency in road building.

Built by Grant Engineered, the highly positive comments concerning the trailer efficiency and ability suggested that a visit to Grant Engineered itself was long overdue on our part.

Managing director, Grant O’Brien, founded this family business some 23 years ago, gradually expanding from premises at Castlereagh to grow into the current location in Penrith. Now with a team of 20, and with 3 apprentices learning their way in the trailer building business, the company has an enviable reputation for being a custom builder that can establish specific designs to improve productivity and efficiency.

Continued investment in equipment, such as the installation of two 400 tonne presses, additional overhead cranes and plasma cutting equipment, plus upgrades to the full-sized paint spray booth, have assisted the company to stay in the forefront of metal fabrication.

Consequently, the production team is well versed in the specific building and welding variations of different metals, with construction handling both aluminium and steel with ease.

“The new press can handle 100 tonnes/metre at 8.0-metre lengths and can operate in tandem so that we can run a 4.0-metre machine with a radius tool, and a 4.0-metre machine with a knife blade,” said Grant.

“That was a big investment, but with a strong focus on research and development it has enabled us to maintain a steady growth rate in a very competitive industry,” he added.

The company specialises in rigid truck and tipper bodies, ranging from semi-tippers to four-axle dog trailers, and also produces grain trailers as well as rear-discharge belt trailers. Onboard weighing systems are common throughout the range, Integrated with WABCO tipping alarms.

The rear-discharge belt trailers are designed by the company to use the same format as a paver with a chain delivery. Rubber belt drives suit certain applications, but by achieving commonality with a paver belt system it maintains an easier match of flow rate. Ringfeder couplings are also set at a higher level to match the paver levels.

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TRAILERTORQUE The advantage of using the chain conveyor is that they unload in the opposite direction to a rubber belt system.

They operate from the rear and leave the weight on the drive axles so the truck has good traction. A rubber belt system pulls the load back and leaves the weight on the trailer and not on the drive, which can affect traction.

Close attention to structural strength and the use of materials such as Hardox and Quicksilver have enabled Grant Engineered to provide tare weight savings of 300, 500 and even 800 kg, improving efficiency while also improving profitability. By enabling a payload of 40 tonnes, with all options taken on a four-axled truck and dog combination, it can improve an operator’s bottom line by at least $10,000 per year.

This weight saving and payload improvement is achieved by collectively evaluating the entire build of the combination, considering the different weights of competitive axle and brake assemblies, whether to use disc or drum brakes, and even changing tyre sizes, which alone can provide a 150 kg tare weight benefit.

The use of Quicksilver provides a low friction surface that speeds the discharge of material and minimises the risk of clogging. It provides such a significant benefit in flow rates that trailers can be built with one less stage on the hoist, thereby reducing the height to which the trailer has to be raised. With a durability factor three times that of aluminium sheet, the Quicksilver product is used to line the corners and the floor of the bin.

Despite the known advantages in productivity of PBS-approved trailer configurations, the reluctance or hesitation on the part of some of the Sydney councils to accept the benefits has delayed its universal implementation. This creates complications for the operators locally, especially those that have progressed to 20-metre combinations under PBS regulations.

“Where a council has not embraced the advantages of PBS or handed over the jurisdiction to the RMS or NHVAS, operators are forced to go back to 19-metre overall length in order to maintain versatility. This reduces productivity but avoids having to continually apply for a road access permit at $70 each to operate at 20 metres,” said a company spokesperson.

Grant Engineered is currently developing a sliding drawbar to enable universal operation at 19-metre or 20-metre overall lengths. By releasing air-operated locking pins and reversing the truck towards the trailer (with its brakes applied), the drawbar retracts to shorten the overall combination length so it can run on non-PBS-approved road networks.

The operator then has the option of running at PBS approval with 57.5 tonnes at 20-metre, or reducing the overall length to operate at lighter weights and stay within 19 metres. With air-operated locking pins, shortening or lengthening the drawbar becomes a quick and easy remedy to maintain day-to-day compliance.

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Despite demonstrating its expertise as a custom builder, approximately 30-40 percent of the company’s regular work is centred on accident repair, and this remains an important part of the services provided to operators.

The company also designs and builds service bodies for fitment to rigid trucks for use in plant maintenance and mobile mechanical service operations.

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TRAILERTORQUE he world of livestock transport is a tough one.

It’s tough on the gear and tough on the people who operate it. From farm pickups in the middle of the night, to having your load “in for the kill”, the workload and the required skill set for the driver can encompass all levels, including travelling in 45-degree heat on back roads that some of us would cringe at, and all the while being responsible for the welfare of the load.

There is much more to livestock transport than meets the eye. While the nature of the freight may not have altered much over time (sheep are sheep, cattle are cattle), the equipment used to get the job done certainly has changed.

The Byrne legend has centred on animal welfare with the design and introduction of the “Non Bruise” monocoque trailer in the eighties, which has now become an industry standard. This was not an evolutionary process, it was a revolutionary design by Mick Byrne that changed the way livestock is transported. Mick Byrne also introduced air suspensions to the industry, giving livestock a first-class ride.

The harsh conditions encountered by livestock transporters mean trucks and trailers have to be tough to survive. The equipment has to stand up to the dust, gravel and corrugations that come with working in remote areas, with rust as the enemy, particularly these days as effluent is now deemed part of the load in many states and must be kept within the trailer. This has been the catalyst for the Byrne family to research new materials from around the world and introduce the first all stainless steel trailers in Australia.

The growth of Byrne Trailers and its reputation has come through the strength and reliability of its product, but also the company’s willingness to invest in research and the development of materials and innovative methods of manufacture.

The latest example of this product improvement comes in the form of its new stainless steel trailers, specifically designed to be stronger, lighter and extremely resistant to the corrosive effects of animal effluent.

“The material now used in the complete superstructure of the new model trailer is 100 percent stainless steel above the sub rail, and has the advantage of the greater strength and lower tare weight,” said Jonathan Byrne.

“We source a specific grade of stainless steel from different countries around the world and have it rolled and formed into tube, which is why we’re able to produce the product we have.

“Other than the sub rail and the side boards made from marine grade aluminium, every piece is made from industrial grade stainless steel.

The chassis rails under the trailer are protected from the effluent, and, as such, do not suffer from severe corrosion.

The resistance of stainless steel to rusting obviously reduces ongoing trailer maintenance costs,” he said.

From humble beginnings in Peak Hill (between Parkes and Dubbo), the company has grown to over 120 employees in Wagga Wagga and Toowoomba, with an engineering office headed up by Mick Byrne on the Sunshine Coast north of Brisbane.

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Reducing tare weight and corrosion are the major benefits from Byrne Trailers – Report by Dave Whyte

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TRAILER TORQUE

THE STAINLESS SOLUTION

Stainless steel is 3.0 percent lighter than carbon steel while providing a longer lifespan and greater resistance to corrosion.

As Ben Byrne (one of the four brothers) pointed out: “Our customers should be able to look forward to big benefits in terms of tare weight in the future as the use of this material develops. In the past, heavy wall material in some parts of the trailers has been used in anticipation of weakness caused by rust over time.

“There will be significant weight saving in the future for 4x2s (those trailers that can convert to either four decks for sheep or two decks for cattle). There’s been a significant change in the design of the cattle decks, because of the use of high-tensile stainless,” said Ben. “There is a lot more strength within the profile of the stainless steel deck than the previously used lyten, which provides a further weight saving,” said Jonathan.

“While building trailers out of stainless steel may sound expensive, the impact on decreased maintenance and the more than double life expectancy without maintenance, and the increased longevity of the equipment, more than outweighs the minimal increase in cost,” added Jonathan.

Millicent SA based sales engineer, Peter Burdon, said, “Basically, the up-front cost for a stainless trailer is less than a skid plate and a deck replacement. This can be required after a relatively short period of time when compared to life expectancy of stainless.”

“You’re saving on both a reduction in repair costs and less downtime, combined with the overall lifespan of the trailer.

While the product is only very new to the market, customers are very excited about the new innovation using modern stainless steel technology,” he added.

When asked about the inspiration for the stainless steel design, Jonathan Byrne said, “We, as a business, have always endeavoured to supply the market with the best equipment using the best material available.”

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TRAILERTORQUE “Dad has always said the secret to success in manufacturing is plain and simple, you must supply the best possible product at the least possible price,” he added.

While the stainless steel does offer many benefits over traditional carbon steel, it also requires different manufacturing techniques and methods to achieve the best results. This has resulted in a lot of changes within the factory to accommodate working with the stainless steel, including welding techniques and surface preparation etc.

Byrne Trailers Wagga organises much of its training for apprentices and trades people in-house, through a partnership with a local training organisation.

Additional in-house training is provided from TAFE in Toowoomba with emphasis on livestock trailer repair as well as aluminium tipper repairs.

“Teachers use the classrooms in our factories in Wagga and Toowoomba, so our trade’s people are getting the best of both worlds, receiving further training on the job,” said Jonathan.

“In the past, you’d go and do your trade, and 40 percent of your learning would only touch on a little bit of what is relevant to your chosen career and profession.

“Being able to train our employees in their elected trades is great for us and for them, as we’re able to control what they are learning and ensure it will increase their personal value and knowledge. This will benefit them in their future careers and enables our company to train trades people in real time for a long-term and stable employment in our industry.

“Given the operating environment, and the remote areas where carriers are working, work health and safety (WH&S) is also a big concern in the design of these trailers.

“Always in the design of a vehicle, is the operator’s safety,” said Ben adamantly. “After that comes animal welfare in the design process to ensure there are no protruding latches, with smooth internal side walls and an air-ride suspension.”

“WH&S is a continuing important issue and always at the forefront of discussion in the design handling of live animals. Operator safety, working from heights, and working with unpredictable live animal behaviour is very difficult and can be extremely dangerous.

“The new trailers are no exception, with access ladders between the trailers, lighting and new fold-out ladders fitted on the sides. You don’t want your operators to be in a position where they can get hurt,” said Ben. The new stainless steel livestock trailers from Byrne look set to continue a tradition of strength, durability and engineering innovation.

As Jonathan and Ben Byrne put it: “That’s always been the philosophy at Byrne Trailers – to continue to innovate, continue to bring new things into the market. We’ve just got to continue to do the research, continue to look at different materials, develop, innovate and evolve the product.”

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