Australia is in the midst of an unprecedented tunnelling boom. Megaprojects are underway across the country, carving miles of underground highway and rail.
In Melbourne, the North East Link is boring twin 6.5 km road tunnels – the longest in Victoria – to connect the city’s freeway network. Brisbane’s Cross River Rail has seen six road-headers chewing through hard rock to shape station caverns beneath the river and CBD. Deep in the Snowy Mountains, the Snowy Hydro 2.0 project is using some of the world’s largest tunnel boring machines (TBMs) alongside road-headers to excavate power station tunnels in remote, rugged terrain.
Each of these projects relies on specialised machinery that is as massive as the jobs themselves. Tunnel boring machines are giants – North East Link’s German designed Herrenknecht TBMs are 15.6m in diameter and over 4,000 tonnes – and even the “smaller” road-header tunnelling machines often weigh between 50 to 100 tonnes. Getting this equipment to the work sites is a logistical challenge that has fuelled soaring demand for heavy-haul transport specialists, such as D&P Solutions.
Deirdre Young heads up the family-run company, which operates at the cutting edge of oversized transport, moving titanic loads across thousands of kilometres. Their newest assets – the Scania R770 V8 8×4 and the 5R8 Linkwing trailer – have quickly become the heroes of these mega-moves, tackling the heaviest road-header relocations from city streets to mountain passes.
The owners of D&P Solutions have a long association with Scania trucks. Their father, Colin, purchased the first 111 Scania to come to Australia and put it to work delivering bricks for Boral in Melbourne. Not surprisingly, they still have their father’s truck and are in the process of restoring it – a labour of love that reflects the family’s deep connection with the brand.
Yet, it is thanks to the reliable service that the initial 111 Scania provided that paved the way for a lifelong association with the brand.
Scania’s Butch Quin refers to D&P Solutions’ latest R770 8×4 as a “hamburger with the lot” because it has everything from a microwave oven, generator, shower and Starlink to live feed cameras.
Deirdre admits that the process from concept to final order for the Scania R770 took over two years of meticulous planning, ensuring every detail was considered and accounted for.
Prior to the arrival of the latest R770, an R730 8×4 with a similar trailer combination had the enviable title of company flagship. That truck did a terrific and reliable job over the years; it received an engine freshen-up at one million kilometres and has since covered another 400,000 kilometres, a testament to the reliability and durability of Scania trucks.
Enter the Scania R770 V8: A 770hp powerhouse
At the heart of this heavy-haul duo is the Scania R770, one of the most powerful road-going trucks in Australia and, indeed, one of the most powerful in the world.
Under the cab of the 8×4 prime mover lies a 16.4-litre V8 engine that pumps out 770hp (566kW) at 1900rpm and a stump-pulling 3,700Nm of torque from as low as 1000rpm. Those numbers dwarf what many line-haul trucks produce, and they give the R770 a mountainous muscle to tackle extreme loads without breaking a sweat.
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The engine, designated Scania DC16 770, features advanced Scania XPI fuel injection and a single variable-geometry turbocharger, extracting maximum performance from every drop of diesel. Importantly, despite its size and output, the V8 meets strict Euro 6 emissions standards through Selective Catalytic Reduction (SCR) and other technologies, reflecting Scania’s commitment to power with efficiency and cleanliness.
A look at the beating heart of the Scania R770. This 16.4-litre V8 engine delivers a staggering 770hp and 3,700Nm of torque for unmatched heavy-haul performance.
Sheer power and efficiency
With confidence in the additional torque and power the new D16 litre Scania engine produced, D&P Solutions specified a taller final drive ratio of 3.8:1 to get the engine RPM down low to capitalise on the engine’s superior torque, maximise fuel economy and maintain a higher road speed.
The trade-off for opting for the taller final ratio was a maximum GCM of 175-tonne compared to a 200-tonne GCM with a slower final drive. In fact, Scania’s latest V8 improvements yield up to six per cent fuel savings in certain operations, thanks to refinements in the engine and the gearbox, and that was news Deirdre wanted to hear.
Frankly, for Deirdre, accomplishing the job efficiently, productively and profitably was far more critical than having bragging rights of the largest GCM truck on the road. However, having a 175-tonne GCM with a 95-tonne payload worked perfectly for D&P Solutions’ operation.
The high torque at low revs not only reduces fuel consumption but also enables the R770 to maintain the legal highway speed even with a massive load on challenging terrain without requiring constant downshifting.
“It’s got grunt to spare,” Deirdre says. “Even pulling 5m-wide road-headers up steep grades, the revs stay in the sweet spot.”
Understandably, when you’re hauling big weights every day, with a combined mass north of 130 tonnes, you require an engine that’s not shy about making power. To generate power, you require fuel, and when you have runs that take you across the long, remote inland routes of the continent, you need to carry plenty of fuel.
The 8×4 wheelbase has limited available chassis space for additional fuel tank capacity. However, D&P Solutions had a gantry custom-built behind the cabin to mount a 1,000-litre fuel tank, generator, toolbox and stiff bar. There is another 450-litre diesel tank on the gooseneck of the dolly, adding 1,450 litres of fuel capacity to the combination. Additionally, they included a full-width platform walkway with a pull-out ladder to access the equipment and storage behind the cabin.
To understand why so much fuel storage is required, it is necessary to recognise that the vast, remote inland of the Australian continent has limited fuel supplies. When the big R770 8×4 Scania is punching into a strong headwind across the Nullarbor plains, the fuel economy drops to 1km/l. While it might sound like a lot, Deirdre is quick to admit that it’s far better than the older R730 with a similar load.
But overall, it’s good news: Deirdre’s meticulous planning and gearing calculations are paying off. On a recent run north up the Bruce Highway from Brisbane to Mackay with a heavy crawler crane onboard, the fuel economy averaged a pleasing 1.2km/l. A few weeks later, on the run south from Brisbane to Sydney down the Pacific Highway, the fuel economy average increased to 1.4km/l, which brought a smile to Deirdre’s face.
That “sweet spot” is managed by a robust 16-speed transmission that Scania pairs with the V8. In D&P Solutions’ truck, an automated Opticruise gearbox with a range of crawler gears and overdrive ensures that an ideal ratio is always available for the situation.
Whether easing the rig up a ramp at walking pace or cruising an open highway, the gearbox shifts seamlessly, even allowing multiple reverse gears – up to eight reverse speeds via a clever planetary gear system, which is particularly useful when manoeuvring heavy trailers back down tunnels. The transmission also integrates a powerful retarder capable of 4,700Nm of braking torque, a lifesaver for controlling speed on long descents with a massive load pushing behind.
Downstream, the R770’s tandem drive axles on D&P Solutions’ 8×4 are of the hub-reduction type – essentially planetary drive differentials in each wheel hub. These hub reduction axles provide a two-stage torque reduction: first at the differential centre, then at the wheel hubs via planetary gears.
The result is extraordinary torque multiplication and strength, allowing the R770 to start moving heavy loads with ease and significantly reducing stress on the driveshafts and differential gears. Another benefit is increased ground clearance at the differential – the design utilises a smaller crown wheel, which tucks the drive housing higher for added protection. That gives the D&P Solutions driver peace of mind when they have to venture off paved roads onto construction sites or gravel access roads; the Scania’s underbelly can clear uneven ground without snagging.
Crucially, the axles are equipped with full cross-locking differentials and a longitudinal diff lock in the power divider. At the push of a switch, the driver can lock the tandem axles, allowing all four drive wheels to turn in unison (all wheels pulling together) for maximum traction in slippery conditions.
“We’ve had to pull out of muddy pipeline sites with a road-header on the back – not many trucks can do that without drama,” Deirdre notes.
“With the Scania’s diff locks engaged and the weight pressing down on those drive axles, this truck just finds grip and goes.”
The R770’s electronic aids – ABS, traction control, and hill-hold – also ensure that its prodigious power is applied safely, preventing wheelspin or jackknifes even when rain slicks the pavements.
The 8×4 advantage: Axle loading and stability
D&P Solutions opted for an 8×4 configuration on their flagship Scania for good reason. With two steer axles up front and two driven axles at the rear, the truck can legally and safely carry much higher loads on its shoulders.
Strict axle load limits govern heavy haulage in Australia, but permits allow exceptional weights provided you have enough axles to distribute the mass. The twin steer setup on the R770 enables the front end to spread the kingpin (fifth-wheel) load from the trailer across two axles – a critical feature when hauling a road-header.
Likewise, the rear tandem with hub reduction is built to carry hefty weights (Scania’s hub-reduction tandems are rated for gross combination weights up to 210 tonnes). This means D&P Solutions’ Scania is not only capable of pulling well over 170 tonnes with ease, but it can also handle the vertical load that the trailer puts back on it.
Stability is another plus: the longer wheelbase of the 8×4 and the spread of weight over four axles give the truck a very planted stance. This is especially noticeable when negotiating corners or roundabouts with a tall, top-heavy load. The last thing anyone wants is sway or see-sawing from an overloaded front end.
Paul says with the twin steers and Scania’s four-bag air suspension on both front and rear, the R770 remains level and composed. The air suspension self-levels to keep the truck on an even keel, automatically adjusting pressure so that each axle carries its share.
Not only does this improve handling, but it also ensures that braking performance is optimal – each wheel can do its work without one end dragging or skidding. The electronically controlled disc brakes and auxiliary retarder together give the drivers confidence that they can bring the whole combination to a halt smoothly and under control, even on long downhill runs.
The Scania R770 8×4 features the latest Aussie CTI system, which enables the drivers to adjust the drive tyre pressures via a control panel mounted in the dash. For loaded highway running, the system is preset at 90 PSI (6.2 bar). But for dirt roads or empty running, they can lower the pressure in the drive tyre to 60 PSI (4.13 bar) or down as low as 30 PSI (2.06 bar) for additional traction.
Deirdre cites one trip where the Aussie CTI saved the day, heading out of Coffs Harbour up “Windmill”, where one driver had to come to a stop because a B-double had lost traction and jack-knifed across the road in the wet.
Stopping a fully loaded heavy haulage float halfway up a hill is not ideal, especially when it’s wet. But thanks to the Aussie CTI system, the driver lowered the drive tyre pressure to give the tyres a larger footprint, engaged the Scania’s diff locks, and the big R770 walked around the stricken B-double with ease, much to the astonishment of the onlookers.
When it comes to loading and ensuring the correct weights are distributed over the axles, D&P Solutions specified that a low-profile Elphinstone turntable slider be installed on the Scania. This enables the drivers to move the turntable position forward or backward 700mm.
The Scania came equipped with built-in scales that display the weight of each axle group in the truck’s dash display. They monitor the weights on the dash display and can position the turntable to give optimal axle weights when required. In addition to the turntable slider on the Scania, there is another slider on the dolly, which allows even more fine-tuning of the axle weights.
One pleasing aspect for the drivers with the new Scania Long Highline cabin is the extended room in the sleeper area of the truck, which allows for a king-size size bed. When they are on some of the longer heavy haulage runs, they can be away for weeks at a time when the cabin of the Scania becomes their home. Thankfully, the big R770 cabin includes plenty of storage in overhead cupboards.
If the Scania R770 is the king of the road, the MTE 5R8 Linkwing trailer is its indispensable partner – a purpose-built heavy haul platform designed to handle oversized loads like tunnelling machinery.
Built by Modern Transport Engineers (MTE) in Brisbane for brutal Aussie conditions, the Five Rows of Eight Linkwing is one of the largest low-loader trailers on the market. In heavy haul slang, “5 rows of 8” refers to the trailer’s axle layout: typically, five axles, each carrying eight tyres (dual-tyred on five axles or similar configuration).
This Linkwing boasts a 110,000 kg Gross Vehicle Weight (GVW) capacity – meaning it can support 110 tonnes across the trailer and its axles – and it uses every trick in the book to make moving extreme loads safer and easier. Central Tyre inflation on the trailer and dolly maintains the tyre pressure at a constant 120 PSI (8.2 bar).
The Scania heavy-duty prime mover and a MTE Linkwing trailer form a formidable combination. The Linkwing’s hydraulic suspension and widening deck enable it to carry massive machinery – up to 110 tonnes – across Australia’s most challenging terrain.
A day in the life – Hauling a road-header
Deirdre Young is the maestro behind the scenes – handling permits, pilot cars and timing to ensure each journey complies with the myriad regulations. For instance, when transporting a 5.5 m wide road-header boom through Queensland, they had to travel at night with police escorts and use specifically approved routes. Deirdre’s careful planning dovetails with the Scania’s onboard systems: the truck’s navigation and telematics help monitor progress and even remotely alert if an unscheduled stop occurs.
Shortly after lunch one sunny afternoon in Melbourne’s outer northern suburbs, the distinct, deep, gentle throbbing melody of a Scania V8 approaching signalled the arrival of D&P Solutions’ R770 8×4 Scania Topline with the MTE 5R8 Linkwing trailer behind carrying the two rows of eight dolly.
At a nearby yard, the driver would spend the better part of the afternoon setting up the trailer to load the road-header tunnel drilling machine he’d deliver later that evening.
Once the dust in the yard settled, the driver swung open the cab door and climbed down from the towering cab onto well-placed footsteps. He greets two crewmen who have arrived to assist with loading.
Before doing anything else, he initiates the trailer’s hydraulic system via remote. With a low hum, the Linkwing’s suspension begins to kneel. The entire 14m long deck slowly sinks from its travel height of approximately 1. m down to roughly 0.85m at the rear, maintaining a nearly flat slope. The double-fold ramps unfold like giant steel limbs, each 3.3m long with a textured surface for the crawler tracks. It’s fascinating to watch – as the ramps hit the ground, they form a gentle angle that even a behemoth like the road-header can climb. But first, he reverses the truck onto the float to collect the dolly and then reverses it under the float.
With the dolly, MTE 5R8 Linkwing trailer and Scania all connected, the driver extends the width of the deck to suit the road-header and begins a thorough pre-trip inspection of the setup. He walks the length of the Scania and trailer; even though the CTI display in the cab shows all green, he visually inspects each tyre, ensuring that all 68 tyres are in order. He kneels by one of the trailer’s hubs, glancing at the small hub odometer installed there – a nifty add-on that logs distance for maintenance.
The road-header machine will be used on the Spark (NEL) project, one of the most significant road projects in Victoria. Dubbed the “Missing Link”, the project will connect the M80 with the Eastern Freeway, connecting key growth areas in the north and southeast. It includes upgrades to the Eastern Freeway, a dedicated Doncaster Busway, more than 25 kilometres of new and upgraded cycling and walking paths, as well as improvements to community facilities, including local sports grounds.
That evening, the road-header is delivered safely to the Spark (NEL) site – right on schedule. It’s another triumph for D & P Solutions and a small but critical contribution to Australia’s tunnelling boom. As massive infrastructure projects reshape the nation’s cities and hinterlands, specialised hauliers like the Youngs ensure the required machinery arrives ready to work, no matter how far or challenging the journey. Their Scania R770 and 5R8 Linkwing trailer have proven to be the perfect tools for a heavy haul renaissance, combining old-school brawn with high-tech finesse.
As the driver prepares the rig for its next assignment (the word is that a 90-tonne tunnel boring machine shield needs to be moved soon), he gives the big Scania a fond glance.
“She’s the king of the road, this one,” he says with a grin.
Given how effortlessly the R770 V8 handled the last 1,700km marathon, it’s hard to argue. In the high-stakes world of heavy haulage – where loads are oversized, deadlines are tight and the terrain is unforgiving – the combination of Scania’s robust engineering and the Youngs’ expertise has proven to be a winning formula.
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