COMMENTARYCOMMENTARYwww.cummins.com.auISSUE 47 - JULY 2016

COMMENTARY

Extended oil drain

intervals for ISXe5

The power and passion behind Stockmaster

A SPECIAL BREED

Cummins South Pacific News inside

DRIVING DOWN COSTS

mIleSTONe fOR CummINS maSTeR RebuIlD CeNTRe1000th

Contents4 Driving down costs Cummins has announced extended oil drain intervals of up to 60,000 km for its market-leading ISXe5

on-highway engine.

5 Pumped on fuel savings The ISXe5 is delivering what Matthews Transport of WA wanted most of all – improved fuel economy

and reliability.

6 Generator choice a smooth move The emergency power system for the new $630 million hospital in Bendigo (Vic) features Cummins’

latest technology generator sets.

7 Gas gensets deliver reliable power to remote community The Northern Territory’s remote Wadeye community now has access to cleaner, cheaper and more

reliable power supply.

8 Raptor on the radar A breakthrough in waterjet technology has been achieved by NAMJet, owned by Australian company

Birdon.

9 A special breed Stockmaster’s Rob Cavanagh is passionate about his business… his customers, his staff, his

equipment suppliers.

10 Pulling a rabbit out of the hat It may only be a support vessel for a superyacht, but at 46 metres long and with twin 2700 hp QSK60

Cummins engines for propulsion, it would dwarf many luxury boats in our waters.

11 A new wave of power Cummins has unveiled the marine version of its highest ever horsepower diesel engine, the QSK95,

which will be offered with ratings up to 4200 hp.

12 Digging deep for cost efficiency At Indonesia’s KPC coal mine, Cummins QSK60 engines have set a ‘world-class’ benchmark for availability.

13 VLocity Railcar fleet to reach 225 Cummins powered units.

14 Super choice Leading Australian spray equipment manufacturer Goldacres has released its new Super Cruiser range

with Cummins power.

15 Cummins develops stop-start technology for buses Cummins has developed stop-start technology for conventional buses, achieving fuel savings of 4-7%.

16 News Read all about the latest happenings in the world of Cummins South Pacific including the 1000th

milestone for the high horsepower Master Rebuild Centre in Brisbane.

18 Reliability the key Alcoa’s fleet of Cummins-powered Komatsu haul trucks has clocked up an impressive record at the

Willowdale bauxite mine in WA.

19 Carey’s keeps family tradition alive Like many transport businesses, Tamworth (NSW) based Carey’s Freight Lines has forged its reputation

as a successful company from rather modest beginnings.

20 There’s no dirt on these spuds Cummins CustomPaks are playing a key role in the irrigation of a potato farm in the southwest of WA.

21 Hybrid lives up to the hype A 57-metre vessel featuring diesel-electric hybrid propulsion is paying big dividends for Bhagwan

Marine in the offshore oil and gas industry.

22 Nothing fishy about this business Australian Ocean King Prawn Co of Hervey Bay (Qld) is repowering its fleet with Cummins KTA19 engines.

23 Going nuts about the future Cummins CustomPak technology is to the fore in a cutting-edge irrigation system at a Walnuts

Australia orchard in NSW.

24 Non-genuine is a definite risk The proliferation of generator sets entering the South Pacific fitted with cheap cloned and counterfeit

parts is posing a serious threat to consumers.

Cummins Commentary is published by Cummins South Pacific

2 Caribbean Drive, Scoresby Vic 3179 Australia

Tel: 61-3 9765 3222

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

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5Andrew Penca with 4th year apprentice Zoe Bull after completing a bearing roll-in at the Cummins Brisbane branch.

“Building a culture that attracts and retains the best talent because we believe our people

make the difference”. Our strategy at Cummins South Pacific focuses on our ability and

capacity to deliver legendary sales, service and support to our customers. The key to

accomplishing this is our people.

Our talent management strategy expands across our workshop, technical, office, and

professional roles. Our apprenticeship program has been in place for well over 40 years

and has produced a number of senior leaders throughout the organisation.

The program is a strategic initiative at Cummins South Pacific for the development

of technician talent. We are operating a number of Beacon programs throughout the

country aimed at Year 10 students who are just beginning to determine what their career

interests may look like. As we move into Year 11 and 12, our broader, community-

focused initiative known as Technical Education for Communities assists us in identifying

early talent for our apprenticeship program.

Our four-year apprenticeship program comprises over 150 apprentices and is in

partnership with TAFE around the regions. This technical curriculum provides the

foundation for our apprentices to build their knowledge and expertise which then can

be practically applied across our network in the South Pacific.

Two of the highlights of our program are an increase in the diversity of our apprentices

and also the onboarding program. Cummins prides itself on embracing diversity. Our

recruitment efforts have continued to increase the number of female and mature age

apprentices, and apprentices from other countries in the broader Asia Pacific region.

We will continue to increase our goals for diversity amongst apprentices and our broader

technician pool as we believe it will create a more dynamic, capable, and effective

technician workforce.

Our onboarding program is another highlight for apprentices and senior leadership of the

company as the week-long effort integrates the global aspects of Cummins along with

training, education, and community involvement. For many of our apprentices, this week

represents a number of ‘firsts’ and a significant event in their life. Some apprentices have

never been on a plane or away from home before. However, our program goes to great

lengths to ensure we have the support and structure in place so that both apprentices

and parents are at ease during the week-long program.

Senior leadership is actively engaged in the program throughout the week. Career

journeys are shared by members of our leadership team who started as apprentices with

Cummins 20, 30, or 40 years ago to demonstrate the power of a career, and opportunity,

with Cummins. We have other members sharing functional expertise and training, namely

in the areas of health, safety and the environment. I was fortunate to spend an evening

with the apprentices this year over a casual dinner and a night out at the Eastern Creek

drag strip in Sydney. It was fantastic engaging with the apprentices and learning more

about who they are and why they have joined Cummins.

We will continue to invest in, improve, and diversify our apprenticeship program, as

it is the cornerstone in our journey to deliver legendary sales, service and support to

customers so they are in the best position to succeed.

Andrew Penca

Building our future

Comment by Andrew Penca, Managing Director – Cummins South Pacific

2 3CUMMins CoMMenTarY JULY 2016 CUMMins CoMMenTarY JULY 2016

The search for improved fuel economy and reliability were the key reasons Matthews Transport selected the 15-litre Cummins ISXe5 in 2013 as its standard engine brand.

Based at Kojonup in a rich pastoral district 260 km south-east of Perth in Western Australia, the company is currently operating 14 ISXe5 engines in a mix of Freightliner Argosy and Kenworth K200 prime movers.

The company, which had its origins in the early 1930s and now spans four generations of the Matthews family, hauls mainly grain, liquid and bulk fertilizer, and livestock.

Company-owned trucks total 15 but the fleet can swell to 40 units and more when sub-contractors are called in to move livestock. It’s not unusual for Matthews to move over 100,000 head of export sheep in one hit from the feedlot at Kojonup to Fremantle port.

Owner of the business Neville Matthews, whose grandfather was the founder, believes the fleet needs to be upgraded regularly for the company to remain competitive. He points out the company operated Volvos for many years before changing to Freightliners and Kenworths over the last eight years or so.

$350,000 saving in fuel costs.

He estimates the company saved $350,000 in fuel costs in 2015 with the Cummins ISXe5. This was with fuel consumption averaging 1.5 km/litre for its fleet of B-doubles and roadtrains.

Prior to that, Matthews Transport was operating another engine brand in 14 Freightliners. “We constantly had our hand in our pockets with those engines,” says Neville Matthews.

Neville’s son Josh is involved in the business today along with sister Zara and brother Zac. Neville’s sister Colleen Matthews also works in the company. Josh, 32, heads up the day-to-day running of the operation. He has had 10 years in the business – eight of those as a driver – and prior to that gained a Bachelor of Business (majoring in finance).

“We’ve found something that’s good, something we wanted,” Josh Matthews says of the 15-litre Cummins. “We wanted fuel economy, reliability and lower engine operating temperatures. We’re getting all of those.

“Reliability is very good, without a doubt,” he adds.

positive driver feedback.

He points out that Eaton’s Ultrashift Plus transmission – fitted in the Freightliners – is very well matched to the ISXe5, earning positive driver feedback. Another plus with the Freightliners is the easier access to the engine for routine servicing.

Until the emergence of the ISXe5, Cummins engines had been few and far between in the Matthews operation. “I think the first Cummins we had was 50 years ago and that was a C160 in an International C1840,” recalls Neville Matthews with something of a grimace. The C160, a naturally aspirated 464 cu.in. (7.6-litre) in-line six, delivered an exceptionally modest (by today’s standards) 160 hp at 2800 rpm.

Those days were a far cry from the fleet that operates out of Kojonup today – well-appointed Kenworths and Freightliners with 550 hp engines delivering near-zero emissions while providing very good fuel economy and reliability in gross weight applications up to 110 tonnes. n

Cummins’ ISXe5 is delivering what Matthews Transport of WA wanted most of all – improved reliability and fuel economy.

PUMPED ON FUELSAVINGS

One of the 14 ISXe5-powered trucks in the Matthews Transport fleet.

Neville Matthews (left) with son Josh and Cummins automotive business manager Brett Smith.

Cummins South Pacific has announced extended oil drain intervals of up to 60,000 km for its market-leading 15-litre ISXe5 on-highway engine.

For normal-duty applications, where fuel consumption is above 1.5 km/litre, ISXe5 customers will be able to extend oil drain intervals to 60,000 km using the recently released Valvoline Premium Blue 8100 oil.

Alternatively, oil drain intervals can be extended to 50,000 km using any 15W40 oil brand meeting CES 20081.

For severe-duty applications where fuel consumption is 1.2 to 1.5 km/litre, oil drain intervals can be extended to 40,000 km using Valvoline Premium Blue 8100 oil. Alternatively, oil drain intervals can be extended to 30,000 km using any 15W40 oil brand meeting CES 20081.

The extended oil drain intervals do not require oil sampling. However, they do require the use of Fleetguard’s patented Nanonet technology for oil filtration as well as Fleetguard’s fuel filter.

Lowest total cost of ownership.

“Extended oil drain intervals are a significant step to driving down total cost of ownership and we are taking that step with the ISXe5,” says Andrew Penca, managing director of Cummins South Pacific.

“This is a great example of Cummins’ commitment to listening and responding to our customers, as reducing maintenance costs are critical to achieving the lowest total cost of ownership and enabling our customers’ success.”

Cost savings are significant compared with traditional oil drain intervals. In fact, savings ranging from $15,000 to in excess of $30,000 can be realised over the expected engine life-to-overhaul depending on duty cycle and maintenance practices.

The announcement of the extended oil drain intervals for the Australian and New Zealand markets follows the most extensive oil validation field testing ever carried out by Cummins Inc.

The project began in November 2014 and included over 12 months of field testing across many geographic locations and in multiple-duty cycle operations including single trailer, B-double and roadtrain. The project clocked up over seven million kilometres of field test data.

“We wanted to ensure that any new lube oil product release would be thoroughly tested and validated to truly understand performance benefits for our customers,” says John Bortolussi, director of engineering for Cummins South Pacific.

Since its release in 2013, more than 6000 Cummins ISXe5 engines have entered service in Australia and New Zealand in the most diverse and arduous applications, and they have accumulated over 2.5 billion kilometres while establishing class-leading fuel economy, performance and reliability.

new technology oil formulation.

Cummins recently announced the release of the new Valvoline Premium Blue 8100/7800/7700 diesel engine oil range. The new products have been updated to meet the latest Cummins Engineering Standard approvals and global oil registration process, and include a new technology formulation specially designed for Cummins engines.

The new product brand names have been introduced to reflect the Cummins Engineering Standard number applicable to each oil and further demonstrate Premium Blue as ‘The Only One’ Cummins recommends and endorses for its engines. n

Cummins extends oil drain intervals for ISXe5

exTeNDeD OIl DRaIN INTeRValS aRe a SIGNIfICaNT STep TO DRIVING DOWN TOTal COST Of OWNeRShIp aND We aRe TakING ThaT STep WITh The ISxe5.

Andrew Penca, Cummins South Pacific managing director.

One of the requirements for 60,000 km oil drain intervals is Fleetguard’s patented Nanonet technology for oil filtration.

OILSevere Duty

1.2 to 1.5 km/litreNormal Duty > 1.5 km/litre

Approved under CES 20081 CJ-4 15W40

30,000 km / 750 hrs / 6 months

50,000 km / 750 hrs / 6 months

Valvoline Premium Blue 8100

40,000 km / 850 hrs / 6 months

60,000 km / 850 hrs / 6 months

DRIVING DOWN COSTS

4 5

We WaNTeD fuel eCONOmy, RelIabIlITy aND lOWeR eNGINe OpeRaTING TempeRaTuReS. We’Re GeTTING all Of ThOSe.

FLeeT eFFiCienCYMainTenanCe CosTs

Diesel generator sets feature Cummins’ QSK50 engine which was specially selected for the hospital project due to its low emissions and reduced noise and vibration.

The emergency power system for the new $630 million hospital in Bendigo, Victoria, features the latest technology diesel generator sets developed by Cummins.

Cummins has played a key role in the integration of the elaborate power system which incorporates not only diesel gensets but also a diesel-rotary UPS system and gas gensets as part of a tri-generation system.

“In the event of a mains outage, the entire hospital will be able to run on its own power supply without support… it will be completely self-sufficient,” says Nilsen design project manager Mick Jewell.

Electrical contractor Nilsen selected Cummins to supply two diesel generator sets with a 1500 kVA prime rating, as well as the digital master control system for the entire emergency power set-up.

The Bendigo hospital project is the largest regional hospital development in Victoria. It will deliver a world-class regional hospital incorporating the latest design and technology solutions.

Construction began in 2013 with the hospital due to open early in 2017.

The new hospital includes 372 inpatient beds, 72 same-day beds, 11 operating theatres, an integrated cancer centre, an 80-bed mental health facility, a mother-and-baby unit, a helipad, and parking for 1350 cars.

Low noise and vibration.

The diesel generator sets feature Cummins’ QSK50 engine which was specially selected for the hospital project due to its low emissions and reduced noise and vibration.

The QSK50 is the latest evolution of Cummins’ long established 50-litre V16 platform, a benchmark for reliability and durability in numerous applications. In fact, the 50-litre Cummins is installed in more applications in more markets than any other comparable engine.

The distinguishing feature of the QSK50 is its modular high-pressure common rail fuel system which is fully integrated with Cummins’ Electronic Control Module (ECM) to enable precisely controlled combustion.

The system prevents unbalanced fueling between the cylinders to dramatically reduce engine vibration, noise and harshness. In fact, the common rail system results in an engine that is 80% quieter under load.

The generators are installed in an acoustic room on the roof of the Bendigo hospital.

“Low noise and vibration are very important,” confirms Nilsen’s Mick Jewell. “The generators are mounted on a floating slab and below that slab are IPUs (inpatient units). The noise level requirement is 55 dBA and our testing has shown the noise to be lower than that, even without any insulation work on the IPUs.

“The quietness of the generators is very impressive,” he adds. “During testing under full load, we could hold a normal conversation in the generator room.”

Cummins skillsets vital to project.

Mick Jewell points out that Cummins has a lot of skillsets which have been vital to the project. In particular, Cummins senior application engineer Nick Rousch has played a key role in the system integration.

“There have been no dramas with the work Cummins has carried out,” says Mick Jewell. “It’s a comfort to work with people who are focused, who know what they are doing.”

The Cummins DMC300 digital master control system controls all the gensets, the tri-generation operation, standby operation, BMS (Building Management System) integration and monitoring, and switchboard control and monitoring.

The generator sets work in conjunction with the diesel-rotary UPS (Uninterruptible Power Supply) system which ensures electrical supply to the hospital during initial mains failure. Because of the rotary energy stored in a flywheel, there is a smooth transition when the diesel generators kick in, meaning there are no interruptions to hospital power.

The Cummins control system also enables regular testing of the generators to be carried out without power interruption to the hospital. This is achieved through the generator plant being able to parallel with the public electricity grid. This paralleling also provides seamless transfer from generator supply back to mains supply after an outage.

Cummins has also supplied the fuel system control for the diesel generators and diesel-rotary UPS as well as the hospital’s steam boiler and hot water boiler. This includes supply of fuel from two 40,000-litre tanks in the basement to day tanks on the same level as the generators. Monitoring of the fuel system is displayed at the DMC and provided to the BMS. n

Bendigo hospital project is a $630 million development scheduled for completion in early 2017.

The Northern Territory’s Wadeye community – one of Australia’s largest remote indigenous communities – now has access to a cleaner, cheaper and more reliable power supply with the construction of a new $13.9 million gas-fired power station.

Featuring four lean burn Cummins gas generator sets, the new power station – built by Power and Water Corporation – has replaced an old diesel power station that had reached end-of-life and was costly to run.

Wadeye – around 230 km southwest of Darwin by air – is cut off by road during the west season for up to five months a year.

Diesel fuel delivery to remote community stations is costly and challenging. The Wadeye gas-fired power station is fuelled through a new supply pipeline connecting into the Blacktip line from Joseph Bonaparte Gulf.

The use of gas as a low-emissions and low cost source of power for Wadeye supports the Power and Water target of halving diesel consumption in communities by 2020.

The lean burn Cummins gas generator sets at Wadeye include two 2 MWe units, one 1.75 MWe unit and 1.16 MWe unit. Cummins’ QSV91 engine – a 91-litre V18 – powers the 2 and 1.75 MWe gensets while Cummins’ 60-litre QSK60 powers the 1.16 MWe unit.

Power and Water Corporation partnered with Cummins to support the mechanical and electrical engineering requirements for the Wadeye power station. On completion of construction, Cummins engineers commissioned the gensets for Power and Water.

The power station is expected to service Wadeye for up to 40 years and has the capability to supply 1,600 homes and businesses.

“No matter where the project is, or how complex it is, we work in partnership with our customers, using our gas or diesel technology, to deliver turnkey solutions and a range of services that our customers can always depend on,” says Birol Guler, general manager of Cummins South Pacific’s power generation business. n

Electrical contractor Nilsen selected Cummins to supply the diesel gensets and digital master control system. From left: Cummins senior application engineer Nick Rousch, Cummins power generation sales executive Russell Slocomb, Nilsen design manager Mick Jewell, and Nilsen project manager Nathan Saffery.

Cummins gas gensets deliver reliable power to remote nt Community

Gas genset installation at Wadeye.

Cummins digital master control system.

TheRe haVe beeN NO DRamaS WITh The WORk CaRRIeD OuT by CummINS…IT’S a COmfORT TO WORk WITh peOple WhO aRe fOCuSeD.

6 7eMerGenCY powereMerGenCY power

Over the past 28 years, Rob Cavanagh has gone from being a single truck operator working as a sub-contractor to running a fleet of 35 livestock trucks across NSW, Queensland, South Australia, and the Northern Territory.

Originally from Casino in far north NSW, he grew up on a mixed beef and dairy farm, a background that gave him the experience in dealing with saleyards and abattoirs.

Today, he owns two NSW-based livestock haulage operations – Cavanagh’s Transport in Inverell which he set up with a single truck in 1988, and Stockmaster in Tamworth which he bought from Jim and Helen Savage in 2010. Both operations retain their own brands but are run from the same office in Tamworth.

“Stockmaster was a company with similar values to ours and it has allowed us to better service our client base as well as expand our geographic spread,” says Rob Cavanagh.

“I’ve been very fortunate to have had very loyal customers right from the start of my business. In fact, I’ve still got my foundation customers which I think is a great effort by everyone involved.”

600 hp Cummins the preferred choice.

Stockmaster runs 24 trucks today while Cavanagh’s has 11. The two operations have 37 B-double trailer sets, while several roadtrain combinations are also used for the haulage of cattle and sheep.

Cummins dominates in the Stockmaster and Cavanagh’s Transport fleets with eight of the latest generation 15-litre engines, the ISXe5, in service. The preferred rating is 600 hp with peak torque of 1850 lb ft. Kenworth’s K200 is the prime mover of choice.

“If there’s a weak spot in an engine we’ll find it here,” says Rob Cavanagh.

“Our ISXe5 engines have been very good so far… we’ve had very few problems. They’re running cooler… that’s a huge thing.

“Their fuel economy is good too… they’re comparable with the original Gen II Signature engine.”

Loyalty received, loyalty returned.

For Rob Cavanagh, 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.

“No one comes close to Cummins on service,” he adds with obvious conviction. “The 1300 hotline number (to the Cummins Support Centre) is the greatest single advancement at Cummins since I’ve been in trucks.”

Stockmaster’s workshop in Tamworth is staffed by three mechanics, a boilermaker and an apprentice. Engine oil change intervals for the ISXe5 are 16,000 km, one of the key aspects of a high standard maintenance program that includes mid-life engine component change-outs – a program that Rob Cavanagh believes will see the 15-litre Cummins with a 1.2 million km life-to-overhaul.

He says that “keeping the drivers happy” is critical to the success of his operation. “Our drivers get five weeks annual leave and we contribute $1000 to their accommodation when they go on holiday,” he points out.

“It’s the drivers that have made this place, no doubt about it. I reckon we have the best team of sheep carters in the country.”

Both the Cavanagh operations have Advanced Fatigue Management accreditation which he believes has built in the kind of flexibility needed while providing gains in driver satisfaction and overall efficiency. n

Rob Cavanagh is passionate about his business… his customers, his people, his equipment suppliers.

NO ONe COmeS ClOSe TO CummINS ON SeRVICe… Rob Cavanagh (far right) with Cummins Tamworth

branch manager Bill Watson (left) and Cummins automotive business manager David Paddison.

A SPECIAL BREED

From humble beginnings as a small dredging company 40 years ago in Port Macquarie (NSW), family-owned marine engineering group Birdon is now achieving outstanding success on the international stage.

Founded in 1977 by the late Jim Bruce, an ex-truckie, Birdon today is headed up by his son Jamie Bruce and has an engineering and manufacturing facility in Denver, Colorado, where it is producing its NAMJet range of waterjets, including the new technology RaptorJet model.

NAMJet – or North American Marine Jet as it was originally known – was acquired by Birdon in 2011 and its waterjet technology proved critical to Birdon’s success in winning the $US260 million contract to supply the US Army with up to 374 Bridge Erection Boats (BEBs).

Birdon beat the best.

The tender process for US defence contracts is among the most competitive in the world. To win the BEB contract, Birdon beat competition from a number of globally recognised defence contractors, including General Dynamics.

Birdon selected Cummins as its diesel engine supplier for the BEBs which are equipped with dual 250 hp QSB 6.7-litre engines powering NAMJet waterjets to provide an extremely agile vessel.

Up to 748 Cummins engines will be required if the full production option of 374 vessels is exercised by the US Army. To date Birdon has supplied 32 BEBs under the Low Rate Initial Production (LRIP) Phase and will soon ramp up to the full production rate of seven vessels a month.

BEBs are a vital mobility asset for any army requiring a wet-gap crossing capability. They are used to manoeuvre floating modules to create bridges or act as ferries across strategic waterways while also providing thrust anchorage against strong currents during bridge construction and operation.

The BEB for the US Army is based on the design Birdon developed for a contract more than a decade ago to supply 24 bridge erection boats to the Australian Army.

These vessels – originally fitted with dual 210 hp Cummins B5.9 engines and Schottel waterjets – are about to undergo a major refurbishment by Birdon at its Port Macquarie facility. They will be reconfigured to the same spec as the US Army vessels with Cummins QSB6.7 engines and NAMJet waterjets.

Jamie Bruce points out the reconfigured vessels will feature an increase in speed from the current 9 knots to 26 knots while having 30% more thrust with the NAMJet waterjets.

raptorJet set for takeoff.

NAMJet, under the leadership of Australian Ian Ramsay in Denver, has been diligent in its R&D efforts, recently announcing a breakthrough in waterjet technology with the unveiling of its RaptorJet range.

RaptorJet provides the option of electric actuation, eliminating the need for hydraulic pumps, oil tanks, filters, plumbing, ongoing hydraulic maintenance and potential oil leaks.

The electric actuation is part of NAMJet’s new iNAV – Intelligent Navigation & Control – system.

iNAV can be configured as a basic system to control engine throttles, transmission, jet bucket and steering or as the iNAV-iN5 system providing an intuitive user interface for navigation and full vessel control on a touch screen glass helm.

To demonstrate the unrivalled power, thrust and control of its RaptorJet propulsion system, NAMJet has built a 10-metre vessel ‘Raptor’ powered by dual Cummins’ 6.7-litre QSB engines rated at 480 hp. Raptor was demonstrated at the recent Seawork International event in the UK and showed it can achieve speeds in excess of 40 knots at sea level.

NAMJet is also supplying waterjets for the upgrade to the US Marine Corp’s Assault Amphibious Vehicle (AAV) powered by a Cummins VT903 rated at 675 hp. A total of 780 jets have been identified as part of the upgrade program being carried out by Science Applications International Corporation (SAIC). n

RAPTORon theRADAR Cummins QSB-powered Raptor with RaptorJet

technology is capable of speeds in excess of 40 knots.

Dual 480 hp Cummins QSB engines drive through advanced RaptorJet propulsion system.

Jamie Bruce… heads up the Birdon operation that is now achieving success on the international stage.

The job of bridge erection boats.

Birdon’s Australian Army BEBs (below) are being refurbished with Cummins QSB power and NAMJet waterjets.

inTernaTionaL sUCCess8 9FLeeT FoCUs

The 46-metre support vessel – a catamaran dubbed ‘Charley’ – and the 84-metre trimaran superyacht it will shadow are being built by Echo Yachts at its Henderson shipyard near Perth in Western Australia.

The superyacht – dubbed ‘White Rabbit Golf’ – will be the largest tri-hulled superyacht ever built and also the largest superyacht ever built in Australia.

Both vessels will join the fleet of ‘White Rabbit’ superyachts owned by a Singaporean family with many years of superyacht ownership experience.

Charley will carry its own flotilla of ‘toys’ including 12 tenders designed for a range of sports and exploratory activities. One 12-metre tender will host full navigation systems and high-tech 3D sonar for the exploration of seabeds and sunken wrecks. As a fully equipped dive vessel, Charley will also have its own decompression chamber.

Echo Yachts points out that Charley, due for completion in late 2016, is built in fibreglass with cutting-edge vacuum infusion processes and high-tech laminates.

“Over 140 tonnes of carbon fibre and fibreglass have been used in its construction,” says Echo Yachts project manager Garry Granger. “In fact, in some places there’s a lattice work of up to 32 layers of carbon fibre for strength.”

He points out that over 130 people have been working on the vessel at any one time since construction started early last year, and that when the vessel is complete over 300,000 manhours will have gone into its construction.

Cummins Perth’s Peter Brookes got the message across that specifying Cummins QSK60 MCRS engines in Charley was the smart choice.

The 60-litre engines feature Cummins’ latest high horsepower diesel engine technology, including the modular common rail fuel system (MCRS) for low emissions and a host of other benefits. Improvements in reliability and fuel consumption along with significantly reduced noise and vibration are well documented benefits of MCRS technology.

Cummins’ Eliminator oil filtration system and Centinel oil management system are both part of the QSK60 packaging for extended oil drain intervals.

Charley is also equipped with a 150 kW Cummins QSB6.7 generator set and a 210 kW QSB6.7 auxiliary engine for the bow thruster.

For Echo Yachts’ director Mark Stothard, who is also owner of the award-winning True North cruise ship that voyages around Western Australia’s Kimberley region, the White Rabbit project proves that Australia still has a role to play in the international superyacht industry.

Stothard, who has been involved in the sales and builds of over 400 vessels since starting in the marine industry in the late 1970s, believes Australia can excel in the construction of one-off custom designed and built vessels rather than churning out the same designs or standardized hull platforms again and again like some rival shipyards in Asia and Europe.

Once complete, the White Rabbit project should be a reminder to the billionaires of the world that Australia – more specifically Echo Yachts – can compete as a custom-builder in what is one of the world’s most extravagant manufacturing industries. n

PULLING A RABBIT OUT OF THE HATCummins QSK60 being lowered into 46-metre support vessel.

Echo Yachts project manager Garry Granger (left) with Cummins Perth’s Peter Brookes.

Support vessel ‘Charley’ will carry its own flotilla of ‘toys’ including 12 tenders designed for a range of sports and exploratory activities.

It may only be a support vessel for a superyacht, but at 46 metres long and with twin 60-litre V16 Cummins diesels each pumping out 2700 hp for propulsion, it would dwarf many luxury boats in Australian and New Zealand waters.

Cummins has unveiled the marine version of its highest ever horsepower engine, the QSK95. The 95-litre V16 was the highlight of the recent Asia Pacific Maritime exhibition in Singapore.

The QSK95 will begin limited production for marine applications in 2017 with ratings from 3200 to 4200 hp, a significant increase on Cummins’ current top-power marine output of 2700 hp from the 60-litre QSK60.

The QSK95 is just the start of a brand new Cummins high horsepower platform of both diesel and gas engines, featuring modular commonality and covering 12, 16 and 20 cylinders (72, 95 and 120 litres respectively). The gas engines will not be just a derivative of the diesel units, but specifically designed for gas.

$1.5 billion investment.

Jim Trueblood, vice-president of Cummins’ high horsepower engine program, says the new platform will represent an eventual investment by Cummins of up to $US1.5 billion.

“In 2008, Cummins made the unparalleled commitment to create the most powerful, most efficient high-speed diesel and gas engine platform in the world,” he says.

He points out that more than 200 engineers have been dedicated fulltime to the QSK95 project while over one million manhours of analysis-led design have gone into the engine which is already powering more than 200 generator sets around the world and is set to debut in locomotive applications.

A high-speed diesel (1200 to 1800 rpm), the QSK95 is designed for vessels such as tugs, offshore support vessels and crew boats, passenger ferries, patrol vessels and superyachts.

The 95-litre Cummins achieves a power output previously available only from larger medium-speed marine engines, while bringing the advantages of a lower capital cost and a more compact installation.

Best-in-class power density.

Even with its compact package size, the QSK95 provides best-in-class power density. In addition, the 95-litre engine weighs in just over 13,000 kg which is between 25 percent and 70 percent less than medium-speed platforms of similar power output.

The QSK95 also delivers faster transient response through its turbo arrangement. By using one turbo per four cylinders, the engine is able to utilise a small turbo model. The dry turbo housings and dry exhaust manifold maximise the available energy to the turbos, allowing them to spool up quickly, resulting in fast engine response.

Designed to provide immense strength, the QSK95 features long life to overhaul, capable of achieving 1.7 million US gallons (6.46 million litres) of fuel consumed with the significant advantage of no mid-life intervention required.

Fuel injection on the QSK95 is the high-pressure Modular Common Rail System (MCRS) that features on other Cummins QSK engines. MCRS achieves high fuel efficiency, reduces noise, offers smooth idle stability and eliminates visible smoke across the operating range.

Cummins’ Nanonet fuel filtration gives superior fuel cleanliness and enhances the durability of the MCRS system – an important advantage for engines required to operate anywhere in the world with varying fuel quality.

A single-piece forged steel piston provides exceptional durability and reuse capability at overhaul. The hardened power cylinder features midstop cylinder liners and dual piston cooling nozzles, contributing to reduced piston ring temperatures and increased wear resistance.

Cummins’ design, validation and service teams devoted countless hours to ensuring that the QSK95 sets industry serviceability standards. From the early phases of engine design, qualified technicians participated in service tool and procedure validation, evaluating for safety, ergonomics, durability, reliability and repair quality robustness, and to reduce the cost and time of repairs.

At launch, the QSK95 will meet global International Maritime Organization (IMO) Tier II emissions standards. n

IN 2008, CummINS maDe The uNpaRalleleD COmmITmeNT TO CReaTe The mOST pOWeRful, mOST effICIeNT hIGh-SpeeD DIeSel aND GaS eNGINe plaTfORm IN The WORlD.

NEW WAVE OF POWER

Looking forward to the QSK95 release…Cummins South Pacific managing director Andrew Penca (left) with Cummins Asia Pacific director of operations Col Russell.

10 11enGine TeCHnoLoGYsUperYaCHT deVeLopMenT

VLocityrailcar fleet to reach

4 5

Murray Clifford reports from one of the world’s largest coal mines where Cummins engines have set a ‘world-class benchmark’ for availability.

Dual 2000 hp Cummins QSK60 engines power KPC’s three Liebherr R9800 excavators.

Indonesia’s Kaltim Prima Coal (KPC) is the world’s largest single producer and exporter of thermal coal, as well as largest single coal mining complex in Asia.

Originally owned jointly by BP and Rio Tinto, KPC was sold to PT Bumi Resources in 2003 for a cash price of $500 million.

KPC manages a mining area of 90,938 hectares (225,000 acres) in the east Kalimantan region. Operations began in 1991 with coal shipments increasing from 7.0 million tonnes in 1992 to more than 50 million tonnes per annum in recent years.

The fleet operated by KPC and its contractors includes more than 1,000 pieces of mobile equipment over the two mining areas of Sangatta and Bengalon – a fleet that consumes around 1.8 million litres of fuel a day.

strong Cummins presence at mine.

Cummins has a strong presence at the mine through its Indonesian distributor PT Altrak 1978. Close to 200 high horsepower Cummins engines, spanning 19 to 60 litres, are currently in operation with KPC and its contractors.

Most of the Cummins engines in the KPC fleet are powering Liebherr and Hitachi excavators which include 27 machines on overburden and seven on coal. The overburden fleet is moving around 3.0 million tonnes a day.

KPC alone – without contractors – will produce 19.8 million tonnes of coal in 2016.

The largest KPC excavators on overburden are three 4000 hp Liebherr R9800s powered by dual 2000 hp Cummins QSK60 engines with modular common rail fuel system (MCRS) technology.

Across the three 800-tonne machines the QSK60 engines are averaging 98% availability. Life to overhaul is 18,000 to 20,000 hours.

QsK60 availability a world-class benchmark.

The engine availability is described as a “world-class benchmark” by general manager of KPC’s mining support division Untung Prihardiyanto. But he’s quick to add: “We want better.”

Untung and his team are working closely with Liebherr, Hitachi and Cummins/PT Altrak 1978 to ensure this happens. Cost control has become a key issue for KPC in the current market of overcapacity, weakening demand and falling prices.

Identifying areas where costs can be reduced – reduced shift change times, increased fleet utilisation, increased MTBF (mean time between failures), decreased MTTR (mean time to repair) – is a critical part of the KPC business improvement model.

Another excavator model that is important to KPC’s production efficiency is Hitachi’s 360-tonne EX3600-6 powered by a single Cummins QSK60 MCRS engine rated at 1944 hp. Eleven of these machines work in the overburden fleet.

Again, engine availability of the QSK60 across the 11 Hitachi EX3600s is a “world-class benchmark” of 98%.

Other Cummins engines figuring in KPC’s excavator fleet include the QSK19 (Liebherr R984), KTA38 (Hitachi EX3500-3), QSK45 (Hitachi EX2500-5) and K1800E (Liebherr R996).

Fuel quality has been an issue for KPC in the past in terms of engine reliability and durability. “When we’ve faced this issue the Cummins engines have been more durable compared with competitor engines we’re operating,” says Untung.

strong demands on suppliers.

KPC places strong demands on its suppliers to achieve high equipment utilisation. Cummins distributor PT Altrak 1978 has 81 technicians dedicated to KPC and its contractors. Parts inventory includes 2,700 line items valued at close to US$3 million.

PT Altrak 1978 also keeps one swing engine for every five excavators and one swing engine for every 10 trucks.

“We have a close relationship with PT Altrak, a relationship that allows us to solve any problems together,” says Untung.

PT Altrak 1978 hosts regular meetings with the KPC maintenance team, Liebherr, Hitachi and Cummins’ Asia Pacific mining support team. To avoid a ‘blame game’, the same data is used by all parties to analyse equipment performance. n

General manager of KPC’s mining support division Untung Prihardiyanto (centre) with manager of excavator maintenance Winwin Sujati (left) and head of PT Altrak’s mining support department Setya Wihananto..

Dual 1500 hp Cummins K1800E engines power a fleet of Liebherr 996 excavators.

aCROSS The ThRee 800-TONNe exCaVaTORS The QSk60 eNGINeS aRe aVeRaGING 98% aVaIlabIlITy.

for cost efficiencyDIGGING DEEP

A further 27 Cummins-powered VLocity railcars have been ordered by the Victorian Government which will take the tally to 225 units since VLocity began service in 2005.

There are 177 VLocity railcars in service today, all powered by the 750 hp Cummins QSK19 horizontal engines, and they operate at speeds up to 160 km/h. Each car in the two and three-car VLocity trains is powered by the 19-litre Cummins.

A production run of 21 units is now near completion which will mean 198 VLocity railcars will be in service by the beginning of 2017, and the new order for 27 will take the tally to 225 by the beginning of 2018.

Each railcar also has an 85 kW Cummins generator set powered by a 5.9-litre Cummins B-series engine.

world-best reliability.

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

Cummins South Pacific rail business manager Victor Lekhtman points out that a key measurement of the reliability of a rail fleet is 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 70,000 kilometres, but the actual long-term MDBF average exceeds 135,000 kilometres which is phenomenal. It’s unheard of in the diesel railcar industry,” says Lekhtman.

developed in australia.

VLocity uses a modular concept for the propulsion and electrical power generation systems. Developed by an engineering team at Cummins South Pacific, the modular concept significantly reduces maintenance downtime. Each module is designed for quick replacement with a standby unit, meaning fast turnaround during scheduled servicing and maintenance.

Bombardier is also taking the first look at what its next generation railcars will look like. Initial thoughts are that the emission standards will be similar to Tier 4 Final, like the railcars Cummins is powering in North America today. The anticipated tender is expected to be near 150 units. The tender is also likely to contain a 50% minimum local content requirement that will give Cummins an advantage. n

Cummins powered units225

12 13raiL sUCCesseQUipMenT UTiL isaTion

Cummins has developed stop-start technology for conventional buses, achieving fuel savings of 4-7% by shutting down the engine when the vehicle is not moving. This technology has previously only been available on more expensive diesel-electric hybrid buses.

“This is the first stop-start system launched for conventional bus use. It has been developed by Cummins engineers to deliver proven savings for operators with a competitive payback period,” says Kartik Ramanan, general manager of Cummins’ global bus engine business.

The system was announced in Europe recently for use with Cummins’ 6.7-litre ISB Euro 6 engine.

“The technology will be evaluated in the South Pacific to understand the potential benefits for local operators,” says Sean McLean, general manager of marketing and on-highway products for Cummins South Pacific.

Stop-start systems have been available as part of diesel-electric hybrid bus technology for some time. However, the high investment cost has prevented many operators from justifying the investment and achieving savings without some level of subsidies.

“We have developed a system that delivers 4-7% fuel savings without significant operator investment needed and meets the durability requirements of city bus duty cycles,” says Kartik Ramanan.

“A vehicle could stop every minute, so to meet the tough operational needs we have redesigned critical engine components and are validating them across 4 million stop-starts.”

Cummins has made a significant level of hardware updates to its ISB Euro 6 engines to make the technology successful and expand its use in mass transportation.

These updates include a new starter motor capable of 210,000 start-stop events, a new flywheel and ring gear, new wiring, a new engine speed sensor, an updated fuel system, new con rod bearings and new crankshaft bearings. These, as well as the current engines parts, have all been validated during the test cell and field test program covering both buses and truck installations.

The ISB engine software has been upgraded to manage the technology and provide flexible architecture, enabling customers to choose what they want from it and tailor it to their operations.

Additional benefits seen from stop-start include passenger and pedestrian comfort with reduced noise and vibration on the bus when it stops, as well as reduced emissions around the bus-stops.

“Results so far have been excellent,” says Kartik Ramanan. “Along with the 4-7% improvement in fuel economy and CO2 emissions we are also seeing a 30-40% reduction in NOx emissions, supporting further improvements in clean air.” n

With more than 350 self-propelled sprayers in the market, Victorian spray equipment manufacturer Goldacres has maintained its faith in Cummins engines since the first machine rolled off the production line in 1999. Now Goldacres has released its new Super Cruiser range with Cummins power.

New Cummins-powered Super Cruiser is a ‘clean sheet’ design.

The Goldacres story is something of an eye-opener as well as great news on the industrial front: An all-Australian company beating the imports and helping farmers do their job more efficiently.

The business was set up by St Arnaud machinery trader John Richards in the late 1970s and although he is now semi-retired, his two sons Roger and Stephen continue to drive the company as one of Australia’s leading agricultural spray equipment manufacturers.

Now Ballarat based, Goldacres markets an incredible range of spray equipment from a 2.0-litre hand-held compression sprayer for the home and garden through to broadacre agricultural sprayers such as its new 8000-litre self-propelled Super Cruiser – all via an Australia-wide dealer network.

Goldacres and Cummins have a long-standing partnership. In fact, it was 20 years ago in 1996 that Cummins became involved in the development of Goldacres’ first self-propelled Crop Cruiser sprayer that was eventually unveiled in 1999 sporting a Cummins 5.9-litre 6BTA engine producing 177 hp.

Today, Cummins’ Tier 3 electronic QSB engines – displacing 4.5 and 6.7-litres – power Goldacres’ Crop Cruisers of 3000, 4000, 5000 and 6000-litre capacities. The QSB4.5 is rated at 160 hp in the two smaller machines while the QSB6.7 produces 225 hp in the two larger units.

Cummins power for new super Cruiser.

The Cummins name also figures prominently in Goldacres’ new Super Cruiser range which features the 8000-litre G8 self-propelled sprayer and 10 cubic metre G10S spreader.

Launched recently in Ballarat, the Super Cruisers share the same chassis and drivetrain, with Cummins’ 6.7-litre QSB tuned to 260 hp driving through a 3000 series Allison automatic transmission to a fulltime mechanical 4WD system.

The Super Cruiser retains one of Goldacres’ trademark qualities – mechanical drive versus most competitors’ hydrostatic drivetrains. Combined with the inherent efficiency of the Cummins QSB engine, the mechanical-drive machines present a compelling case to buyers with their reduced fuel burn.

Goldacres product specialist Tom Glover says the Super Cruiser is not a three or four year investment. “With the quality and simplicity of its design and smart use of components, there’s no reason why you wouldn’t still have it in 10 years’ time,” he says.

“Servicing is easy and not expensive. Over the first 3000 hours, with labour included, you would be running for less than $10 an hour.”

super Cruiser a ‘clean sheet’ design.

Goldacres general manager Roger Richards points out the Super Cruiser range is a “clean sheet” design, not an upgrade or “cut and shut” of the smaller G5 and G6 models. From the outset it was designed around the all-new 8,000-litre tank and 10 cubic metre spreader bin.

‘The G8 Super Cruiser is the only 8000-litre sprayer manufactured and fully supported in Australia,” says Richards.

Features include a wheel track of 3.0 metres, mechanical drive with fulltime 4WD system, 50/50 weight split, low tare weight of only 12,000 kg, and the ability to travel at 50 km/h on the road.

Roger Richards points out that the G8 has increased stability with the engine, transmission, cooling system, oil reservoir and 8000-litre product tank all mounted 360 mm lower than the G5 and G6 models.

Goldacres also unveiled its new 42-metre TriTech boom which features five main chords for reduced twisting when folding/unfolding. It is capable of multiple plumbing options and folding widths.

The new G10S spreader is built on the same chassis as the G8 and was designed in collaboration with Ballarat-based spreading company Southern Spreaders. It features a 10 cubic metre stainless steel spreader mounted on the chassis.

Goldacres points out the Super Cruiser cabin has been designed for maximum operator comfort with low noise levels and good ride quality. The low bonnet position and 320-degree view from the driver’s seat offers great visibility.

A key feature of the new machine is its ISO compatibility, allowing the use of any guidance system to steer the unit.

Footnote:

Geoff Shone will be missed. Shortly after this article was written Geoff Shone (pictured above) passed away suddenly. Geoff was a highly respected member of the Cummins industrial business leadership team and a much loved workmate to many within the broader Cummins South Pacific business. Our thoughts are with the Shone family. n

Cummins QSB powers new 10 cubic metre spreader.

Self-propelled sprayer at Goldacres’ impressive manufacturing plant in Ballarat.

Cummins regional sales manager Geoff Shone (left) presents Goldacres general manager Roger Richards with a plaque to mark a 20-year partnership between the two companies.

At the Super Cruiser launch: Goldacres founder John Richards (right) with Cummins Laverton’s Sam Rickard. In the foreground is the Melbourne Cup. Richards is a shareholder in Prince of Penzance, the 2015 winner.

SUPER CHOICE

Fuel savings FOR BUSES WITh CUMMINS

stop-starttechnology

14 15new TeCHnoLoGYnew MaCHinerY

Euro 6 ISB has hardware updates for stop-start technology.

Euro 6 double-deckers in the UK will benefit with stop-start technology.

The Cummins Crusaders kept the treadmill rolling for the full 24 hours in the recent Very Special Kids 24 Hour Treadmill Challenge in Melbourne.

The event raised a record $738,147 for Very Special Kids with Cummins contributing $20,181.

The 43-strong Cummins team, comprising staff from the Laverton, Campbellfield, Pakenham, Box Hill and Scoresby branches, travelled over 215 km in the 24 hours.

Very Special Kids is a children’s charity that provides hospice and family support services for kids with life-threatening conditions, supporting over 800 families in Victoria.

Paccar again joined Cummins in supporting this event. With their treadmills right beside each other, there were frequent fun competitions between the two companies’ teams. n

Melissa Taylor, the first female in four generations to join her family business, Taylor’s Removals and Storage, has won the Cummins-sponsored ATA National Trucking Industry Woman of the Year Award.

Her business acumen is credited with transforming Toowoomba (Qld) based Taylor’s Removals from a furniture removal business to a business with international capacity.

On being presented with the award, she said she wanted trucking to be an industry of choice.

“I want, in front of you today, to give a pledge that I will do everything I can to bring the trucking industry to those generations that are now coming through, and to show them what an incredible industry we have,” she said.

“I want it to be an industry of choice, not an industry that we just fall into because we’ve been born into it, or because there may not have been another option, but it’s been chosen because that’s where we want to be.”

Melissa is dedicated to improving pathways into the transport industry, participating in the GenR8 youth engagement program and the ‘Count me in’ program which highlights career opportunities for local women.

Melissa has also worked with the Qld government and TAFE to offer all employees the opportunity to complete a qualification in their chosen role. A strong supporter of her local arts and community organisations and the QTA’s 2015 Trucking Woman of the Year, Melissa’s attitude is best summed up by her own statement, “Why should we be ordinary when we can be extraordinary!”

Melissa’s award prize is a fully paid trip to the US to visit a Cummins factory. n

Cummins raises $20,000 for Very Special Kids

Melissa Taylor wins national trucking award

Melissa taylor (second from left) with andrew penca, cummins south pacific managing director. on either side are ata chair noelene Watson and 2015 Winner Julie russell.

New branch managers in Brisbane, NewcastleSean Hill is the new regional manager responsible for Cummins’ branches at Carole Park (Brisbane) and Toowoomba.

He has moved to Brisbane from Emerald (Qld) where he served as branch manager from 2011.

Sean began his career with Cummins in 1995 as a field service technician in Kalgoorlie (WA) and from late 2001 he served in Cummins’ remote operation at the massive Freeport copper and gold mine in Papua, Indonesia.

At Freeport his roles included product support, senior site representative, service manager and finally branch manager, a position which required managing a team of up to 50 Australian and Indonesian employees.

Sean played a key role in the Cummins repower program at Freeport in which 50 Komatsu 930E trucks were repowered with Cummins QSK60 engines. n

sean hill.

Brendan laing.

Brendan Laing has been appointed Cummins Newcastle (NSW) branch manager.

He was previously regional branch manager, responsible for the Cummins Cairns and Freeport (Indonesia) operations.

He started his career at Cummins Townsville as an apprentice diesel fitter in 1995 and progressed through the service department in roles such as field service technician, warranty administrator, field service supervisor and service manager.

In 2007 Laing transferred to the Cairns branch to take up the role of service manager in which he spent the four years managing the Cairns service operations and working closely with the Cummins team at the Freeport copper and gold mine in Indonesia.

Brendan has a Bachelor’s degree in Business with a double major in international business and management. n

Packing a POTENT punchCummins Wetherill Park (Sydney) parts interpreter Warren Potent will be making his fifth straight Olympic Games appearance when he competes in the 50-metre prone rifle event in Rio de Janeiro in August.

A bronze medallist at the Beijing Olympics in 2008, Potent, 54, is the current world champion in this event. He has been world champion once previously – 28 years ago.

Now in his 30th year competing internationally, Potent says he is “one of 25 people who could win the event” at the Rio Olympics. In a World Cup event in April at the Rio Olympics shooting range, he took out the silver medal.

He describes the sport as being “95% mental and 5% physical” – and probably the only sport in the world in which the competitor has to be completely still. “The bullseye is only 10.4 millimetres in diameter, so it’s a sport in which there’s little margin for error,” he says.

Warren potent.

In a letter to Cummins Wetherill Park branch manager Chad Carruthers, Shooting Australia (the peak body for target shooting sports) thanked Cummins for supporting Warren in his bid for success in his fifth Olympics.

“This would not have been possible without your support in allowing Warren the flexibility to compete internationally. Having a supportive employer cannot be underestimated,” the letter stated. n

Cummins’ Master Rebuild Centre (MRC) in Brisbane recently celebrated its 1000th remanufactured high horsepower engine, a 3500 hp QSK78 for Rio Tinto’s Hail Creek coal mine in Queensland’s Bowen Basin.

“The Australian MRCs have set the standard for Cummins Master Rebuild Centres globally,” said Ed Pence, vice-president of strategic initiatives for Cummins Inc’s high horsepower engine business.

“The production quality is testimony to the people at the Brisbane Master Rebuild Centre and their understanding of customer requirements.”

Cummins established its two Master Rebuild Centres in Australia, in Brisbane and Perth, in 2009 to deliver certified rebuilt high horsepower engines through best practice manufacturing and planning.

The certified rebuild process is a key pillar of Cummins’ customer support, helping operators reduce total life cycle cost of their engines.

“Our MRCs are the benchmark for quality,” says Steve Cummins, director of mining business for Cummins South Pacific. “We offer a premium product so we must have the best quality.”

Cummins’ high horsepower range spans 500 to 4200 hp and encompasses engines with displacements of 19, 23, 30, 38, 45, 50, 60, 78 and 95 litres.

The 1000th engine completed at the Brisbane MRC is now operating at Hail Creek, one of 41 QSK78 engines powering Komatsu 960E dump trucks at the Rio Tinto mine.

Two Komatsu Australia executives Leo Kaloglou and David Small attended the 1000th milestone event along with Cummins Inc vice-president Ed Pence, and Cummins South Pacific executives Andrew Penca (managing director), Steve Cummins (director of mining business) and Venkat Bommakanti (director of manufacturing supply chain and quality).

An engine that has undergone the Cummins certified rebuild process provides as-new reliability and life to overhaul and carries a new engine warranty of 12 months/unlimited hours.

The MRCs are equipped with the latest tooling to handle the manufacturing-based process, including electric rollover stands, electric tensioning tools and a CNC block machine for blueprinting, boring and surfacing.

The certified rebuild process, from teardown to final inspection, is a 600-step procedure that fits into a distinct three-phase flow:

• Teardown, cleaning, component evaluation and inspection,

• Component sub-assembly and engine assembly,

• Dyno testing, final ‘dress’ and painting, along with final inspection.

Each assembly station at the MRCs also has a ViewEASE touch screen computer that uses assembly software from Cummins’ high horsepower manufacturing plants at Daventry in the UK and Seymour in the US. ViewEASE provides the operator with specific build instructions and other associated documentation related to the specific assembly process. n

milestone for Master Rebuild Centre1000th

Brisbane MRC team…headed up by Alan Routledge and proud of their 1000th remanufactured engine.

1000th engine… a 3500 hp QSK78.

MRCs in Brisbane and Perth are equipped with the latest tooling to handle the manufacturing-based process.

1000th remanufactured engine, a QSK78, is operating at hail Creek mine.

Cummins South Pacific managing director Andrew Penca (left) with Komatsu general manager – mining and construction, Leo Kaloglou; Cummins director – mining business, Steve Cummins; Cummins Inc vice-president Ed Pence; Komatsu general manager – parts sales and marketing, David Small; and Cummins director – manufacturing supply chain, Venkat Bommakanti.

Cummins and Komatsu teams around the 1000th engine installed in a module ready for installation in a Komatsu 960E at hail Creek.

16 17newsnews

Like many family transport businesses, Carey’s Freight Lines has forged its reputation as a successful company from modest beginnings.

Based in Tamworth in northern NSW, the company had its origins in 1947 when Harold Carey, after returning from war, bought his first truck – a 4-ton Ford table top – to cart wood and wheat.

A Chev Maple Leaf propelled Harold’s first semi-trailer unit in 1951 – an outfit that was more than just a young man’s pride and joy. It was his road to the future, with trucks now locked permanently into his life.

A remote dream was becoming a reality – a family company built on sensible goals and business procedures, and the acknowledgement that good people are essential to the success of a company.

Harold Carey’s sons Mick and John bought the business in the early 1980s, guiding it through to what it is today, while the third generation of Carey boys – Mick’s sons Darren and Todd and John’s son Rick – are now taking the respected company into the future.

The Carey operation today involves around 60 prime movers and 180 trailers, working mainly within the Sydney-Tamworth-Brisbane corridor. Cummins-powered Kenworths dominate in the fleet, while the Western Star and Freightliner brands – also with Cummins power – have a minor presence.

Back-up service the key.

Until 10 years ago, Cummins and Detroit evenly shared Carey’s engine business but over the last 10 years Cummins has gained sole supplier status. “Back-up service,” is the succinct reason given by John Carey for the Cummins preference. “We couldn’t criticise Cummins’ support.”

Cummins’ latest generation 15-litre engine, the ISXe5, is meeting reliability expectations at Carey’s with 11 units in service in K200 Kenworths and one in a Western Star 4800, all rated at 550 hp with peak torque of 1850 lb ft. “We’re very happy with what we’re seeing with the ISXe5,” comments John Carey.

Carey’s is also moving to the 60,000 km extended oil drain intervals recently announced by Cummins for the ISXe5 using Premium Blue 8100 oil, Fleetguard Nanonet oil filtration and the Fleetguard fuel filter. The company’s ISXe5 oil change intervals have been 30,000 km so significant savings are envisaged with the move to 60,000 km.

For a fleet linking a major regional centre such as Tamworth to Sydney and Brisbane, the haulage of a wide range of commodities is the norm. The company is engaged in dry and refrigerated general freight, the delivery of groceries to 16 Woolworths and Coles supermarkets in northwest NSW, and the transport of refrigerated export containers for two abattoirs and domestic containers for three abattoirs.

Carey’s was named Australia’s ‘Small Carrier of the Year’ by Woolworths in 2015, chosen from a group of 300 fleets from around the country. The award was created to promote the improvement of road safety within the road transport industry.

GPS tracking of the fleet is one of the key measures Carey’s uses for compliance and to ensure top-level operational standards. Forward-facing dash cams have also recently been fitted to underpin safety standards and support the drivers in the event of an accident.

“Compliance is at the forefront of what we do today,” says John Carey. “We were scared of it to start with and we had to change the way we were doing things, but it has definitely been for the better.

“Those companies who don’t want to be compliant won’t be here in the future. n

Carey’s keeps family tradition alivealive

The Carey operation today involves around 60 prime movers and 180 trailers.

The Carey clan (from left) Darren, John, Rick and Todd.

We’Re VeRy happy WITh WhaT We’Re SeeING WITh The ISxe5.

One of the first trucks in the Carey business – a 1948 International KB7

John Carey (centre) with Cummins Tamworth branch manager Bill Watson (left) and Cummins automotive business manager David Paddison.

The big news at Alcoa’s mining operation in Western Australia was its recent milestone of one billion tonnes of bauxite mined following 53 years of operation.

Alcoa has built one of the world’s largest integrated mining, refining and smelting systems in Australia, with the bauxite used to produce alumina to supply around 8% of world alumina demand.

The process starts at Alcoa’s Huntly and Willowdale bauxite mines in the Darling Range, south of Perth – mines that produce around 35 million tonnes of crushed bauxite a year.

The Willowdale mine is where a fleet of 12 Komatsu 730E haul trucks, powered by Cummins 50-litre K2000E engines rated at 2000 hp, have clocked up an impressive record since entering service in 2004.

exceeding availability target.

“Our availability target is 87% and the fleet is exceeding that with availability of 90% and better,” says Martin McKenzie, maintenance superintendent at Willowdale.

The 730s with their payload capacity of 176 tonnes are now reaching the 65,000-hour mark and the aim is to run them out to 75,000 hours and beyond – targets Alcoa is confident of achieving with its maintenance planning and scheduling system.

Maintenance at Willowdale mine revolves around a “reliability excellence” system that was introduced five years ago and is the key to the efficiency of the Cummins-powered Komatsu fleet.

OuR aVaIlabIlITy TaRGeT IS 87% aND The fleeT IS exCeeDING ThaT WITh aVaIlabIlITy Of 90% aND beTTeR.

Komatsu 730E fleet has clocked up an impressive record at Alcoa’s Willowdale mine.

Alcoa maintenance superintendents (from left) Martin McKenzie and Jodi Racco with Cummins mining business manager Dave Abbott and Cummins Bunbury branch manager Brent Ziersch.

Alcoa maintenance superintendent Jodi Racco says the planning and scheduling system is the “biggest step change” that has occurred in maintenance at Alcoa’s bauxite mines. “It has seen a massive turnaround in our operation in terms of equipment reliability,” he states.

“We don’t make reckless decisions with this system…emotion doesn’t come into it.”

proactive approach to maintenance.

He points out that extending component life is now an “educated process” due to the proactive approach to maintenance management.

“We wouldn’t have been comfortable running the trucks out to 75,000 hours previously. Now we know the life of every component and track that component through its life,” he says.

He points out that parts for a component change-out are pre-ordered 18 months out, checked at 16 weeks, and then ordered six weeks in advance of the scheduled job. Three weeks later all the parts are checked to determine the job can proceed. One week out from the scheduled job, final sign-off is made.

Cummins and Komatsu have a strong working relationship with Alcoa.

“Support from equipment suppliers is important to the success of our maintenance management,” says Martin McKenzie.

He points out that Cummins Bunbury has a practice of servicing the Willowdale site with the same experienced technicians. “We are able to work with technicians who are long-term Cummins employees,” he adds. n

RELIABILITY THE KEY

MainTenanCe pLanninG18 19FLeeT eFFiCienCY

A 57-metre vessel featuring diesel-electric hybrid propulsion is paying big dividends for Bhagwan Marine, a major service provider in the offshore oil and gas industry.

The Western Australian company, which operates 150 vessels, commissioned the diesel-electric Bhagwan Dryden in late 2014 to set a new standard for catamaran dive support vessels.

The propulsion system incorporates four Cummins diesel generator sets which are overseen by an advanced power management system.

“The Dryden is meeting our expectations…one hundred percent,” says Darren Kolln, Bhagwan’s commercial and strategy manager. “We’re still basically on a learning curve with the vessel in terms of its capabilities.”

Using 65% less fuel.

Fuel savings are significant. “The Dryden is using around 65% less fuel a day in a like-for-like comparison with our conventional diesel vessels,” Kolln reveals. “We were expecting it to use around 10 tonnes of fuel a day but it’s only using three tonnes.

“Those savings go back to the client…they’re big savings.

“The power management system is the secret. The vessel is only ever using the fuel it needs to do the job.”

The four Cummins diesel generator sets comprise two powered by the Cummins QSK19 rated at 400 kW and two by the Cummins QSK38 rated at 950 kW.

The power management system makes optimal use of the generators and a battery bank to ensure each power source is used in the most effective way. The battery bank stores enough power to propel the vessel for short periods while the generators can be powered up in stages to minimise fuel burn.

Six Cummins CustomPaks are playing a key role in the irrigation of a Beta Farms property in Binningup in the southwest of Western Australia.

Beta Farms is operated by the Cocciolone family who are behind Beta Spuds, Western Australia’s largest potato supplier. Carlo Cocciolone started as a market gardener and built his business from scratch.

Beta Spuds, whose customers include supermarket giants Coles and Woolworths, processes around 25,000 tonnes a year through its washing and packing plant in Mandogalup, 20 minutes south of Perth.

The company sources around 10,000 tonnes from its own farms while the remainder comes from independent growers.

The six CustomPak powerpacks operate at least 12 hours a day during the hottest months, pumping water to the farm’s high-pressure sprinkler irrigation system. Each of the CustomPaks pumps up to 70 litres/second, feeding a crop that produces around 4,000 tonnes a year.

The proven reliability and robustness of the CustomPaks is critical: Water management and supply is the key to ensuring crops are grown according to consumers’ needs, with clean skins and no internal defects.

“One of the CustomPaks has done 21,000 hours and we haven’t touched the engine,” says the farm manager Mick Della. The CustomPak in question is a 260 hp 6CTA unit powered by Cummins’ 8.3-litre C-series mechanical engine.

Most of Beta Farms’ CustomPaks are powered by mechanically-injected Cummins engines – the long established and highly reliable 5.9-litre 6BTA and 8.3-litre 6CTA. However, one unit has Cummins’ electronic 6.7-litre QSB engine rated at 260 hp which has impressed with its performance over 12,000 trouble-free hours.

The performance of its CustomPak fleet is certainly helping Beta Farms meet its goal of maintaining a high level of consumer confidence by supplying a quality crop. n

Two further 58-metre Cape Class patrol boats – adding to the eight already built under the initial contract with Cummins generator sets – are being constructed by Austal for the Department of Defence.

As with the existing vessels owned by the Australian Border Force, the gensets are twin QSM11 units to provide critical power for the sophisticated electronics systems for command, control and communications.

The 248 kWe gensets, which also operate the Cape Class bow thrusters, are powered by the Cummins QSM11-DM marine auxiliary engine matched to a Cummins Generator Technologies dual bearing alternator.

The gensets also come with the Cummins C Command HD Elite Plus instrument panel which provides system monitoring via digital display and is integrated with the vessel’s electronics network.

Austal says that the new order for Cape Class vessels is a “terrific vote of confidence in Austal and the products we design, build and sustain at our Henderson shipyard (near Perth) in Western Australia.”

“Product reliability along with generator set packaging and technical support were key factors behind Cummins being selected for the Cape Class business,” says Peter Brookes, who has headed up the project for Cummins Perth. n

Hybrid lives up to tHe Hype

Cummins Perth’s Peter Brookes with farm manager Mick Della who is impressed with the CustomPak reliability.

One of the 150 vessels operated by Bhagwan Marine.

Darren Kolln… “The Dryden is meeting our expectations…100 percent.

Cummins Bunbury branch manager Brent Ziersch checks out one of Beta Farms’ six CustomPaks.

Bhagwan Dryden…setting a new standard for dive support vessels.

The DRyDeN IS uSING aROuND 65% leSS fuel a Day IN a lIke-fOR-lIke COmpaRISON WITh OuR CONVeNTIONal DIeSel VeSSelS…

A clAss Act

Latest high horsepower technology.

Bhagwan has embraced Cummins’ latest high horsepower diesel engine technology with both the 19-litre QSK19 and 38-litre QSK38 featuring modular common rail fuel system (MCRS) technology.

Since it was introduced on Cummins high horsepower engines, MCRS technology has highlighted improvements in fuel consumption, reliability and extended life to rebuild. Other key benefits are significantly reduced noise and vibration.

Darren Kolln points out that vessel reliability has been very good to date during its operations in north western Australia. “There have been no dramas. We haven’t been on a job where we’ve had to come in because of a problem,” he says.

The Dryden is capable of performing a variety of operational roles: dive support, geophysical survey, geotechnical survey, cargo transport, hyperbaric rescue and safety standby. Among the vessel’s features is its dynamic positioning system (DP-2) achieved through multi-directional stern drives and bow thrusters. The innovative control system lends itself to shallow draft dive operations which have already been carried out in just 7.0 metres of water.

Bhagwan Marine, which was established by the Kannikoski family in Geraldton in 2000 with one boat, has since morphed into a 150-vessel empire – the largest fleet servicing Australia’s oil and gas industry and port development sector.

In recent times, the company has become involved in global work, signing a multi-year, multi-vessel contract to provide marine support to an oil and gas construction project in Russia. Bhagwan also recently acquired UK-based Marine & Towage Services to further emphasise its international presence. n

ThERE’S no DIRT on ThESE SPuDS

20 21HYBrid TeCHnoLoGYirriGaTion

Running a fleet of prawn trawlers is the same as any other business where high utilisation is the name of the game: Equipment reliability and aftermarket support are paramount.

Australian Ocean King Prawn Co, based in Hervey Bay, Queensland, operates seven trawlers – six of its own and one for a business colleague.

The family company, started by Barry Murphy who still oversees the operation, has been involved in the fishing industry since the mid-1980s.

His sons Stephen and Greg and daughter Theresa have key roles in the business today which not only catches the seafood but also carries out the processing, packaging and marketing at its Hervey Bay headquarters.

The Murphys take pride in their catch, and go about their task of marketing sustainable, high quality seafood with plenty of passion.

Their trawlers operate in the remote Coral Sea for five weeks at a time, landing a combined total of 500 tonnes of prawns a year and 100 to 200 tonnes of scallops – seafood that ends up in restaurants around Australia and beyond.

Quick turnaround of the trawlers is essential. They return to Hervey Bay for one day to unload their delicious haul and have any maintenance carried out, and then head back out to sea again.

repowering with the Cummins KTa19.

All but two trawlers in the fleet have now been repowered with the Cummins KTA19 engine, while two brand new 19-litre Cummins engines are in storage at Hervey Bay, awaiting installation in the remaining vessels.

The Murphys switched from Cat to Cummins propulsion in 2013, looking for lower cost of ownership, greater reliability and improved aftermarket support.

The big in-line six 19-litre Cummins was an obvious choice for the repower project. “The KTA19 is a tried and proven engine in trawlers,” says Stephen Murphy. “It was a straightforward decision for us.”

The oldest KTA19, rated at 500 hp, has now clocked up over 12,000 hours. “We have no complaints to date…the engines are performing great,” he says.

Based on industry experience with the KTA19, he expects a life-to-overhaul of around 40,000 hours. Oil sampling is carried out at 250-hour intervals.

The preference for Cummins isn’t confined to propulsion: Most of the trawlers have a 100 kVA Cummins genset powered by the venerable 5.9-litre Cummins 6BTA engine, as well as a 6BTA auxiliary engine for the hydraulics.

The generator sets clock up 7500 to 8000 hours a year and are replaced with new units at 30,000 to 35,000 hours.

Family businesses are the backbone of the fishing industry and many small coastal communities, and the Murphy story is a classic example of this.

Barry Murphy’s early working life was far removed from commercial fishing.

Originally from Warrnambool on Victoria’s south-west coast, he owned a pub and also tried his hand at farming before looking for a new business opportunity.

Whether he worried about the risk or even allowed himself to think much further into the future is unknown, but the ocean was about to become locked permanently into Barry Murphy’s life.

In 1978, the Murphy family headed to Queensland’s Fraser Coast – specifically Hervey Bay –where Barry bought a tourist boat and ran it successfully for six years. Showing a keen eye for business, he seized another opportunity in 1984, buying a 50 ft timber prawn trawler.

It may have seemed a venture with a precarious grip on certainty, but in reality it was the foundation for Australian Ocean King Prawns Co. Barry Murphy bought another timber trawler and then in 1997 built his first 60 ft steel trawler. In fact, the company’s first four steel trawlers were built by the family.

Like everything that ends up on our plates, seafood is rarely given any consideration before it’s shelled, shucked, sizzled and swallowed. But we’d all be up in arms if our traditional Christmas seafood feast were threatened.

But with fishing operations like those of Australian Ocean King Prawns Co securing the sustainability of our waters, we can look forward to the devouring of many a prawn and scallop to come. n

The kTa19 IS a TRIeD aND pROVeN eNGINe IN TRaWleRS... IT WaS a STRaIGhTfORWaRD DeCISION fOR uS.

nothing fishy about this BUsiness

Looking for lower cost of ownership, the Murphys switched from Cat to Cummins propulsion in 2013.

Stephen Murphy (left) with father Barry and Cummins Brisbane’s Justin Kelty.

New 19-litre Cummins engines in storage at hervey Bay, awaiting installation.

Walnuts Australia produces around 90% of the Australian walnut crop – in fact, it is now the largest walnut grower in the southern hemisphere with a rapidly expanding domestic and export business.

A subsidiary of agricultural company Webster Ltd – claimed to be Australia’s fourth oldest company after establishing in Tasmania in 1831 – Walnuts Australia set up its first commercial scale walnut orchard in the island state in 1996.

The grower expanded its orchard footprint into the NSW Riverina region in 2004 and today, within its portfolio of owned and managed orchards, actively farms around 2,200 hectares (5,436 acres) of walnuts. This translates to around one million walnut trees.

11,000 tonnes of walnuts in 2016.

Existing orchards are expected to produce around 11,000 tonnes of in-shell walnuts in 2016, while orchard expansion will eventually increase production to 17,000 tonnes annually.

Walnut Australia’s newest property, Avondale West, near Griffith in the NSW Riverina, is being established over three years and will produce its first commercial harvest in 2018. It adds a further 920 hectares (2,273 acres) to the grower’s total planted area.

It’s at this property that the latest technology has been applied to an irrigation system installed by ICI Industries division Irribiz. When completed, the entire farm will be able to be irrigated in one shift.

Water from the Wah Wah channel – part of the Murrumbidgee Irrigation Area supply network – is delivered just under two kilometres via electric and diesel driven pumps through a main pipeline rising 710 mm to a new 800 megalitre dam.

Custompak for pumping efficiency.

A Cummins CustomPak powers one of four channel lift pumps designed for the project. The diesel CustomPak is a backup to three electric pumps, providing pumping during peak power events. The flow rate of all four pumps is 320 litres/sec each at a delivery head of 30 metres.

Cummins’ electronic 6.7-litre QSB engine rated at 260 hp is at the heart of the CustomPak, a fully self-contained powerpack. It runs at a low 1460 rpm – the engine’s peak torque point and also the ‘sweet spot’ for economy.

Adrian Melotto, from Cummins Wodonga, points out the electronic engine was specified to provide precise rpm control – control that couldn’t be achieved with a mechanical engine. The ability of the electronic QSB to operate at lower rpm results in major fuel savings.

Customer preference for Cummins power along with local service support commitment by Cummins were key factors behind the choice of the CustomPak for the pumping job. Irribiz has also had a successful working relationship with Cummins for over 10 years and is well aware of the efficiencies and reliability of the CustomPak design.

The CustomPak is fitted with a Murphy EMS Pro controller and is fully integrated in the control system for the project, allowing the operator to select which pumps are required to run and when.

From the dam, the water is pressurised and filtered for the field irrigation via dripline to the walnut trees.

Automation of the property is managed by two controllers – one for irrigation scheduling and field valve control and the other managing both the lift and dam pump operation as well as the fertigation systems.

Walnuts Australia’s business is now vertically integrated, from nursery through to market, where both in-shell and walnut kernel products are sold locally and globally. An $11 million nut cracking and processing facility was commissioned in Leeton, NSW, in 2014 to give Walnuts Australia control of every facet of the walnut journey. n

Going nuTS about the futureWalnuts Australia actively farms around 2,200 hectares of walnuts which translates to about one million walnut trees.

Cummins CustomPak technology is playing a key role in a cutting-edge irrigation system at a Walnuts Australia orchard in the NSW Riverina.

Cummins CustomPak with electronic QSB engine operates at a low 1460 rpm…the ‘sweet spot’ for fuel economy.

Cummins Wodonga’s Adrian Melotto (left) with Walnuts Australia orchard manager Steve hirst (centre) and assistant manager at Avondale West Ben hayward.

2322 irriGaTionrepowerinG

risk

The proliferation of generator sets entering the South Pacific fitted with cheap cloned and counterfeit parts is posing a serious threat to consumers.

Some Original Equipment Manufacturers (OEMs) in China are using Cummins based engines in generator sets and exporting the product to the South Pacific region (Australia, New Zealand, PNG and the Pacific Islands) as Cummins generator sets supported by Cummins’ genuine warranty.

“These engines are designed for Chinese domestic applications only,” says Birol Guler, general manager of power generation for Cummins South Pacific.

“Also, a generator set fitted with a Cummins engine does not guarantee the generator is built to Cummins’ exact specifications. The use of non-genuine components in generator sets can result in poor reliability, even failure.”

Since these non-genuine parts look like the original, many consumers are misled into thinking they are buying the genuine Cummins generator set.

determining a genuine Cummins genset.

To determine whether a generator set is genuine Cummins, always see if there is a Cummins Power Generation logo on top of a genset canopy. The genset is in Onan green and has Cummins website at the bottom of the genset.

PowerCommand® control is unique to a Cummins generator set. The PowerCommand control system is a microprocessor-based monitoring, metering and control system designed to meet the demands of today’s engine driven generator sets. The integration of all control functions into a single control system provides enhanced reliability and performance compared with conventional generator set control systems.

Non-genuine generator sets come in various colours with inferior build quality and materials. These generator sets may not meet Australian or ISO standards. They are not supported with Cummins worldwide warranty. Also, parts and service for those non-genuine gensets may not be held or supported by Cummins.

non-GenUine is a deFiniTe

Birol Guler… warns that the use of non-genuine components in a generator set can result in poor reliability, even failure.

rapid wear, poor reliability.

“Using non-genuine parts can result in rapid wear, poor reliability, high oil consumption and even generator sets failure,” says John Bortolussi, director of engineering for Cummins South Pacific.

“Cummins has tested a number of non-genuine parts and found they do not perform to the same standard as genuine Cummins parts.

“Other manufacturers may claim their parts will work in a Cummins generator set, but the fact is only genuine Cummins parts are built to meet the original factory specifications while using the latest materials, component designs and manufacturing techniques.”

Only generator sets manufactured at Cummins factories are fully supported with worldwide warranty and backed by Cummins’ extensive parts and service network in the South Pacific.

Buying from Cummins South Pacific or an authorised dealer will guarantee full factory warranty for the complete generator set.

If you have purchased outside authorised locations, you can verify your warranty coverage by calling the 24/7 Cummins Support Centre on 1300Cummins (1300 286 646) in Australia or 0800Cummins (0800 286 646) in New Zealand and quoting the engine and generator serial numbers. n

Genuine. Non-genuine.

1 White Cummins Power Generation logo.

2 PowerCommand® control.

3 Onan green.

4 Cummins website.

5 24/7 parts and service support.

? Various colour generator sets.

? Inferior build quality and materials.

? May not meet Australian or ISO standards.

? Parts and service may not be held or supported by Cummins.

? May not be supported with Cummins worldwide warranty.

?

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2

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a GeNeRaTOR SeT fITTeD WITh a CummINS eNGINe DOeS NOT GuaRaNTee The GeNeRaTOR IS buIlT TO CummINS’ exaCT SpeCIfICaTIONS.

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