Kenworth T659 quad road train Review

Thankfully, I was the sole customer at the car rental counter. The lady behind the counter smiled and announced I’d received an upgrade from the Toyota Corolla I’d originally booked to a Ford Ranger Wildtrack. Perfect. I quietly smiled as I pondered the upcoming two-hour drive to Moura.

Moura is a quaint rural town on the Dawson Highway that owes much of its existence to coal mining. Like most mining towns, accommodation charges for a one-bedroom donga with a rattly air conditioner resemble those charged at luxury beachside resorts on the East Coast.

Although mine sites play a fundamental role in extracting valuable resources, they are inherently hazardous environments. In the past, safety measures have traditionally focused on the operational aspects of mining and one crucial area that often gets overlooked is road safety within mines.

The transport of materials along the complex network of mine haul and public roads presents significant risks. It is imperative today to prioritise road safety within mines and on public roads to minimise accidents, protect lives, and ensure sustainable mining operations.

Research has shown that effective road safety begins with comprehensive training programs for all personnel involved in the transport supply chain. Furthermore, developing and implementing traffic management plans are crucial to minimising the risk of mine accidents.

These plans include speed limits, signage, and standardised road designs to optimise traffic flow. They also consist of how the roads are maintained.

The safety standard of vehicles used in mining operations should meet stringent safety standards. Additionally, regular inspections and maintenance of vehicles, including brakes, lights, tires, safety systems and warning systems, are crucial.

Yet, technological advancements play the most significant role in enhancing road safety in mines. Many mine sites now require proximity detection systems, collision avoidance systems, and real-time monitoring devices to mitigate the risk of accidents.

It’s mid-morning when I arrive at Kalari’s Moura depot near the train loadout facility. Glancing around the yard, it’s quickly apparent that high-productivity combinations dominate this fleet.

Over to the side of the yard, four new Kenworth T569 tri-drives sit waiting for their trailer combinations. “There’s not a single trailer outfit anywhere in the fleet,” Damian ‘Dammo’ Smith reveals. Citing their long-time involvement with the multi-combination vehicles trials in Queensland as the point where productivity and efficiency found new focus within the business.

These Kenworth T659 and their Graham Lusty Trailer (GLT) sets have the latest safety systems.

“We have more or less standardised on Kenworth T659 tri-drive quad road trains for our coal haulage operation simply because they are such a reliable, tough truck. The conditions in the coal mine are extremely severe,” Dammo added.

“What we wanted was something that would reduce the high maintenance cost, not only in terms of the vehicles but also in terms of the road, and provide productivity gains,” Dammo continued. “Essentially, we ended up with three trucks to replace five, so just in capital investment alone, we have realised significant savings.”

“We discussed our needs with several manufacturers then went and visited several mining operations, through central Queensland and Western Australia on a fact-finding mission to see different makes and combinations in operation,” Dammo explained.

“From that, we then sat down and worked out what features from each would best suit our operation and provide the best productivity and economic gains for our needs. We’re pleased with what we came up with,” he added.

The decision to go with GLT trailers and the Kenworth T659 was not taken lightly. Dammo cited GLT’s first-class engineering team and their finite analysis procedure and proven track record within the mining community as critical features in selecting GLT as the trailer supplier.

“Another thing which impressed us was the simplicity of the design, construction and choice of materials,” Dammo explained. “Simple things like changing the wear plates inside the bodies. All the trailers were built identically this time, so if there’s ever a problem, we can slot any trailer into any position in the combination. There’s minimal downtime this way.”

“We are fairly self-sufficient here in Moura,” Dammo continued. “But we need to know that a manufacturer can provide prompt backup service without making excuses. Kenworth and the Brown and Hurley group have shown that they can do this, and from what we saw in other applications, their products are reliable and perform well.

“We already have a great working relationship with Cummins as much of the mine’s plant is either Cummins or Cat-powered. But, let’s get you inducted, grab you a hard hat, and go for a run, and you can see how they are going for yourself.”

The shadows were getting long on the ground by the time I’d completed the lengthy induction process. Dammo appeared from a nearby donga with a new hard hat. “There’s not a lot of room up in the cabin with all the latest tech gear we have now, but you should have enough space to squeeze your camera gear in, Dammo said as he opened the passenger door of the T659.

A spectacular sunset was forming behind the road train when Dammo finally shifted the gear lever of the Eaton Ultrashift into ‘D’ and squeezed down on the throttle, and the Kenworth T569 began its journey northward.

The run to the Baralaba North Mine is a relatively short trek of 60 kilometres along the rather unimaginatively named Moura-Baralaba Road.

At the mine site an hour or so later, Dammo guided the new T659 next to the fuelling station and topped up the diesel tank. Then, he joined the queue of waiting trucks.

The roar of a WA600 Komatsu loader burying its bucket into a large heap of coal drowned out the idling Signature 620 Cummins in the waiting Kenworth. Three gigantic bucketfuls and the loader driver honked the horn, signalling Dammo that it was time to move forward to load the next trailer.

The loader’s horn honked for the fourth and final time. Dammo released the maxi brakes and eased the big rig forward. The 620 horsepower Cummins’ deep beat hastened as Dammo built up the revs to around 1800 rpm, and about 160 tonnes of black coal plus 50 tonnes of truck and trailers were mobile on their way to the train loadout facility back at Moura.

Dammo settled back into the seat. “The Moura-Baralaba Road is in a pretty poor state, Dammo said. “It was a hell of a lot worse, but thankfully, it was getting repaired gradually. According to a bulletin on the crib hut noticeboard, over $5.8 million has been spent on road maintenance this financial year.”

The trailers have the latest rollover stability system (RSS) version. The RSS monitors trailer wheel speed, lateral acceleration, and load and detects when a trailer wheel is lifting and may lose contact with the ground. If this occurs, the RSS automatically applies the trailer brakes before the driver realises the event is happening and then automatically releases the brakes when the vehicle restabilises.

“If I come around a corner with my lights on low beam and there is a big black cow in the middle of the road, I can confidently move the road train quickly to try and avoid an animal strike,” Dammo explained. “That’s an advantage with this new RSS on the trailers; I can concentrate on what’s ahead of me, and the RSS looks after what’s behind.

Dammo added that the broad steps are far more practical and safer for drivers getting in and out of trucks operating in dirt and mud like those at the mine.

“It won’t be long, and these trucks will drive themselves,” Dammo mused. “That’s how quickly the technology in mining trucks is growing.”

Specifications:
Model: Kenworth T659
Engine: Cummins Signature
Horsepower: 620hp (462kW) at 1850rpm
Torque: 2050lb/ft (2780Nm) at 1100rpm
Transmission: Eaton FO-22E318A-MXP UltraShift
Gear Shift: Cobra shifter
Air cleaner: Dual Cyclopacs
Fuel filter: Fuel Pro and fuel/water separator
Electrical: 160A isolated alternator
Front axle: Meritor MFS73L
Front suspension: 7.2 tonne multi-leaf
Power steering: TRW Ross TAS 85
Rear axles: Meritor RZ78-388G tridem drive
Rear axle ratio: 5.52:1
Rear suspension: Neway AD369/10
Brakes: HD (P-type) drum brakes with auto slacks
Seats: Charcoal HD Extreme air suspended driver's seat
Bumper: Polished alloy bulbar with help spring
Extras: Severe Service Kit, Lower Radiator pipe shield, Remote diff breathers, Extended grease lines to clutch, Pressurised Bell housing