Jeffo,

Good history. Wasn't life more simple then?

When I got back from WA after working on oil exploration and roadbuilding in the Kimberleys I had enough money to put a deposit on a semi.

I went and saw Ron Hartridge in Footscray Road, Melbourne and he said he would guarantee me regular work as a subbie. Good bloke, always stood by his word.

Only problem, I did not have a semi licence and had never driven a semi, though I could back a trailer.

Ron told me it was 10 times easier to get a licence with a driving school than just rolling up with your own truck and put me on to the only semi-school in Melbourne at that time.

We booked a driving test and I went to Richmond a couple of hours early and an instructor made me back around the block in some old 50's truck and trailer then said "Let's go"

Through peak hour traffic we appeared at the testing station right in the middle of the gardens in downtown Melbourne. The testing officer hopped in, the instructor sat on the engine box, chatting away to someone who was obviously his mate (or on the kick-back list).

"Just drive up here" (traffic everywhere).

100 metres later "Right back-up" (in the middle of peak hour traffic!!!)

10 metres later "Jeez, Fred this traffic is bullshit, what's he like?"

"No problems, been driving in the bush since he was 10 years old"

"OK stay double parked with the truck and I will bring your licence out."

6 days later I drove out of Hartridge's yard in Melbourne (after an old hand had shown me how to tarp up) in my brand new Commer on my way to Sydney. It was my 18th birthday.

Steco Trailers appear to have been operating as a licenced business arrangement with Steco Trailers of the U.S., around early WW2, or perhaps even before.
In June 1940, Fowler Road Maintenance Co of Sth Melbourne is advertising "Steco Patented Trailers", sales & service, and advice on transport problems, in the Melbourne Argus.
I'm pretty sure that Fowler Road Maintenance then became Fowler Constructions during WW2, to obviously better reflect it's business as manufacturing, rather than road maintenance.

It's quite possible WW2 demand for trailers saw the business expand substantially from a previously smaller operation.
In early June 1945, Fowler Constructions placed an advert in the Melbourne Argus, that they were taking "limited orders", for their line of "Steco Semi-Trailers, Tandem Axles, Mobile Cranes, and Hydraulic Hoists".
By September 1945, Fowlers ads were offering .. "STECO trailers and semi-trailers (all capacities and types), truck and tractor mounted Mobile Cranes, Tandem Axles, Hydraulic Hoists, Tractor Shovels, Quarry Dump Equipment, Wheels, Tyres, Axles, Turntables, & etc.".
There is a newspaper record showing a Steco trailer as one of the prizes, in a "find the ball" competition in Melbourne in 1946.

Steco Industries, Engineers of Melbourne, was registered as a company on 10th July 1950, with a paid-up capital of

Medium Rigid (MR)
You may drive any two axle rigid vehicle, including bus and truck, greater than 8 tonnes GVM. You may tow a single trailer (other than a semi trailer) up to 9 tonne GVM or to the manufactures specifications (whichever is less).
To apply for this category you must have held an Australian car driver licence for at least 12 months.

Heavy Rigid (HR)
You may drive any rigid vehicle with three or more axles, including bus or truck, greater than 8 tonnes GVM. You may tow a single trailer (other than a semi trailer) up to 9 tonne GVM or to the manufacturer's specifications (whichever is less).
To apply for this category you must have held an Australian car driver licence for at least 24 months.

SOURCE: VIC ROADS
reads the same for nsw
so it appears you can go 9 tonne for a trailer providing u can pull it

From the Vicroads website:

Vehicle Categories:

Light Rigid (LR)
You may drive any rigid vehicle, including bus and truck, greater than 4.5 tonnes GVM but equal to or less than 8 tonnes GVM or a vehicle that seats more than 12 adults including the driver that has a GVM not greater than 8 tonnes GVM.
To apply for this category you must have held an Australian car driver licence for at least 12 months.

Medium Rigid (MR)
You may drive any two axle rigid vehicle, including bus and truck, greater than 8 tonnes GVM. You may tow a single trailer (other than a semi trailer) up to 9 tonne GVM or to the manufactures specifications (whichever is less).
To apply for this category you must have held an Australian car driver licence for at least 12 months.

Heavy Rigid (HR)
You may drive any rigid vehicle with three or more axles, including bus or truck, greater than 8 tonnes GVM. You may tow a single trailer (other than a semi trailer) up to 9 tonne GVM or to the manufacturer's specifications (whichever is less).
To apply for this category you must have held an Australian car driver licence for at least 24 months.

Heavy Combination (HC)
You may drive a prime mover or single semi trailer exceeding 9 tonne, or rigid vehicle plus trailer greater than 9 tonnes GVM. A Mass and Dimension permit may also be required. Check with VicRoads by calling 13 11 71.
To apply for this category you must have held an Australian car driver licence for at least 24 months, including Medium Rigid or Heavy Rigid licence for at least 12 months.

Multi Combination (MC)
You may drive a heavy combination vehicle with one or more additional trailers.
To apply for this category you must have held a Heavy Combination, Heavy Rigid or a combination of Heavy Rigid and a Heavy Combination vehicle licence for at least 12 months, plus the completion of an approved course.


NOTE: Medium Rigid and Heavy Rigid licence holders may tow a single trailer (other than a semi - trailer) that has a GVM not greater than 9 tonnes.

Work Diaries:
New Fatigue laws, implemented in September 2008, set revised work and rest limits for heavy
vehicle drivers and require better management
of driver fatigue.
The laws apply to both trucks and buses. They
Apply to a truck with a gross vehicle mass
(GVM) of over 12 tonnnes or a combination, if
The total of the GVM is over 12 tonnes. They
Also apply to a bus with more than 12 seats,
Including the driver. The laws do not cover plant
Equipment (machines or implements) or a motor
home.

Thats the bit ya need to read!
chocs

"suicide rims" haven't heard that one but very apt, thought this was a connection. Len and Jeff Kittle started a garage and transport business working between Tennant Creek and Alice springs, Jeff was puting air into a tyre when the ring came off and hit him in the forehead lifting his scalp back, they found him lying in the sun, got most of the flies off and duct taped the scalp back, came out of it Ok, an immensely strong man, seen him do some incredible lifting. They were Chevrolet agent and bought a new Maple Leaf, we were a bit envious of it with it's quiet ride, roll up windows, even a rubber floor mat!
I came across him coming South with 14 ton of copper ore, his spacer between the spider wheels on the trailer had collapsed, we all used ex-army Mcgrath 24 foot semi's, worn out, as I had just a few mail bags on I took mine off and swapped with him to get him into Alice, with no wieght on mine it was OK, I wondered (not often) why I took a full semi load of mail for Darwin but only bought a few bags back. Ironicaly, I waited 4 days at Larimah for the train to go to Darwin and return just like Kurt johannsen did before the war.
Both the Kittle brothers were super guys, real straight arrow, always help you out.
Once coming down at renner springs I had burnt out 3 exhaust valves on the blue diamond Inter, mate George Richards came along with Kittle's Bedford with a load of heavy oil in tanks, said he would pull me into Tennant, (no beer at Renner!) got halfway up Churchill's head jump up and the old Bedford stalled out, instead of hitting me behind he swung the wheel full lock and jumped out,the truck did a perfect jackknife with the trailer on it's belly on the cliff, tanks rolling off down the side of the hill, neatest piece of driving I have seen. jeff Kittle came up and politely towed me up to the top where I waited for a new cylinder head from Alice, never said a word about the disaster I caused, George was forever known as "jackknife George" after that

Good pics of the Commer semi bus Cunning, I imagine it would be a task to rebuild that body, even harder without the trailer.
Great info and pics there onetrack, the Foden is a beauty.

I managed to dig up some pics of the Fowler Landliner, from the Bus Australia forum. It was apparently the brainchild of a bloke named Roy Weber. These pics are public domain as far as I know.

The first pic shows the Landliner in Victoria, apparently when virtually new. Later pics show the PBL logo on the side of the trailer.
The second pic shows the Landliner in WAGR Road Services livery, and was taken in W.A., somewhere .. possibly the outskirts of Perth.
The third pic shows the Landliner trailer shortened up in 1948, and fitted to a DG model Foden .. in which form, it ran until the early 1960's.

The cruising speed of the Landliner with its original Ford V8's was stated as 45 mph, and the fuel consumption around 4 mpg.
The DG Foden certainly wouldn't have gone any faster, but I wager the fuel bill was a whole lot less! ..

An article in the "West Australian" in 1949 related to complaints about "speeding Railway Buses"!
A journo interviewed a "WAGR spokesman" about the claim, and the WAGR man stated it was a preposterous claim!
He went on to state that the Railway Buses were governed to a maximum speed of 43 mph (70 kmh), and speeding was impossible!
I seem to recall the open-road speed limit for buses back in the 1940's and 50's was 40 mph.
No doubt, the drivers kept the pedal to the metal through some country towns, when they were running late .. and even though you'd be struggling to find a dozen people on the streets in the country towns in that era .. no doubt, someone sighted a Railways bus travelling at what they thought was a terrifying speed!! ..

Those fancy curved windows in the front of the Landliner must have cost some serious money in the late 1940's! .. in the era when flat glass reigned supreme!

Swishy - Your family caravan sure looks like a dead-ringer to that Yankee Grummet! I wonder if someone copied the Grummet plans? .. or was a Grummet trailer imported directly from the States?

EDIT - Was your White/caravan a LHD? Perhaps it was a U.S. Army import during WW2? .. and the same one as in your last pic? Maybe a specialised military unit such as a dental caravan?

Ron, I'd guess it's a WW2 effort, they used semi trailer buses because of the better capacity, and they didn't have the luxury of a lot of materials to choose from to build it. I think there was a few semi trailer beses in Melbourne in WW 2.

Bruce, It wasn't a case of an enthusiast stipping the trailer, because the white ants got there first. The Commer prime mover was sold to buyer in Victoria and the trailer chassis to a local person. To rebuild it as a bus would be a ground up exercise with no plans, just a photo, some panel sheeting, front dome, and glass. The trailer springs were very stiff, more like lowloader.

Sorry Steve, just going on what the previous owner, Peter Kerr, told me when I had a look at it. He said he had sold it to a guy who was going to restore it (which makes him an enthusiast in my eyes) and that guy insisted in stripping it on site then never came back.

At least that's what Peter told me.

Bruce, It wasn't a case of an enthusiast stipping the trailer, because the white ants got there first. The Commer prime mover was sold to buyer in Victoria and the trailer chassis to a local person. To rebuild it as a bus would be a ground up exercise with no plans, just a photo, some panel sheeting, front dome, and glass. The trailer springs were very stiff, more like lowloader.

There's a lot of details on the AUSTRALIAN BUS FLEET LIST site about all semi trailer buses

I've lifted some details on the Landliner & Cheetahs for your information.

Neil




Australian Bus Fleet Lists - Western Australia

Fowler "Landliner" & "Cheetah"
3 vehicles

Landliner
Chassis manufactured by Fowler Constructions Pty Ltd; Length 13.7m; Steered by hydraulic swivelling of undercarriage beneath driver; Powered by 2 Ford V8 petrol engines, one mounted in the front undercarriage, the other at the rear; Hydraulic braking fitted to all six wheels, however trailer brakes were operated independently of power bogie brakes by means of a steering-column mounted hand valve; Emergency vacuum-hydraulic brakes also fitted to trailer; Originally fitted with 30 seats, but thought to have been re-seated to at least double that capacity prior to entering service with Dysons / Peninsula; Demonstrated to Victorian politicians 28.11.1945; Ran off road travelling empty to Balcombe Military Camp whilst attempting to overtake a milk van; contrary to popular opinion, cause of accident was deemed to have been due to insufficient room to pass rather than by hydraulic steering system failure 08.03.1946; Re-licence refused by Victorian authorities & sold to WAGR c. --.06.1946; Report prepared by Victorian Transport Regulation Board inspectors for WA Minister for Transport deemed the "Landliner" suitable for WA conditions, but suggested freight-only tests be undertaken prior to passenger use --.06.1946; Observed in Kalgoorlie en-route to Perth --.07.1947; Observed in WAGR Midland Workshops being re-painted --.09.1947; In service with WAGR c. --.10.1947; Parliamentary Select Committee recommended withdrawal & fitting of alternative steering system 02.12.1947; Returned to service unmodified (subsequent to Victorian Transport Regulation Board advice that the hydraulic steering system was safe if regularly maintained) early --.--.1948; Recorded in WAGR documents as being a 44-seater --.06.1948; Withdrawn, shortened & converted to conventional 50-seat trailer to be hauled by Foden prime mover (F1); registration plates transferred to (F1) --.11.1948; Withdrawn when prime mover (F1) was converted to a truck 18.10.1963

Fowler Cheetah
Chassis manufactured by Fowler Constructions Pty Ltd; one tonne lighter than "Landliner" with improved rear-engined cooling system; Order placed (approx 8 months prior to inspection and report on prototype "Landliner") c. --.10.1946; Steered by hydraulic swivelling of undercarriage beneath driver; Powered by 2 Ford V8 petrol engines, one mounted in the front undercarriage, the other at the rear; Arrived at Kalgoorlie by rail from Melbourne 02.03.1948; In service by --.03.1948; Recorded in WAGR documents as being a 44-seater --.06.1948; Withdrawn, shortened & converted to conventional 52-seat trailer to be hauled by Foden prime mover (F3) --.12.1948; Withdrawn from revenue service --.--.1961; Used to transport workers constructing Kwinana-Jarrahdale bauxite railway, presumably until the line opened in --.--.1963

Fowler Cheetah
Chassis manufactured by Fowler Constructions Pty Ltd; one tonne lighter than "Landliner" with improved rear-engined cooling system; Order placed (approx 8 months prior to inspection and report on prototype "Landliner") c. --.10.1946; Steered by hydraulic swivelling of undercarriage beneath driver; Powered by 2 Ford V8 petrol engines, one mounted in the front undercarriage, the other at the rear; Arrived at Kalgoorlie by rail from Melbourne 02.03.1948; In service by --.03.1948; Recorded in WAGR documents as being a 44-seater --.06.1948; Withdrawn, shortened & converted to conventional 52-seat trailer to be hauled by Foden prime mover (F2) by 30.06.1949; Withdrawn 25.06.1961

Cam - Truck & Bus Transportation magazine ran an article about the Landliner sometime in late 1945.
Below is an article from the Rockhampton Morning Bulletin of January 26, 1946, that recaps a lot of the info from the T & BT article.

There were reports to the W.A. Govt that 6 Landliners had been built, and were in operation on the East Coast.
I believe this was "sales talk", designed to assist the sale of the sole Landliner operating on the Frankston route.

The Cheetah, that the W.A. Govt ordered two of, was supposed to be a superior design, with an improved body design, a much lighter tare, and an improved steering system.
However, it appears that no Cheetahs were ever built, either, despite the W.A. Govt order, and despite quite a bit of "sales spiel".

The Landliner purchased by the W.A.G.R. was registered in Victoria to the 31st Dec 1947, so information tendered to the select committee, was correct in stating that it was registered, when purchased, in mid-1947.
However, it appears that Mt Hall may have known that the registration of the Landliner was not going to be renewed by the Victorian authorities, once the current registration ended .. so he was probably pretty keen to part with it.

One has to wonder about the drivers ability to handle this monster. It appears that the driver was located in the centre of the bus (enough, on its own, to make driving more difficult) .. but besides that point, the hydraulic steering apparently suffered from substantial "lag", when the wheel was turned.

It was reported that it took up to half a turn of the steering wheel, before any steering response was noted .. and when the steering response came, it was sudden and sharp.

A District engineer of the W.A. M.R.D. claimed in his evidence to the select committee, that he followed the bus to Cranbrook, and noted much "erratic" steering movements at speed ..

In addition, this bus was a full 8' wide .. wider than all of the then-current W.A. buses .. and the bitumen sections, on the best country highways in W.A. (such as the Albany Hwy), was reported as being only 16' wide ..

As you can see, there were many serious problems in the handling, size, driving position, and mechanisms of this monster. I couldn't begin to imagine the hassles trying to co-ordinate 2 engines, 2 cogboxes, and 2 x 2-speed diffs, once the bus had done some serious miles.


"MOTOR NOTES (By "TAILSHAFT")

NEW BUS DESIGN WILL REVOLUTIONISE TRAVEL

An entirely new design of road passenger vehicle which is being introduced on long-distance service this year promises to revolutionise road travel for Australians in all States.

So successful and revolutionary is the new design of vehicle that its Australian designers and builders have taken out world patents.
The first vehicle which was demonstrated in Melbourne recently before a group of leading transport officials and parliamentarians, earned high praise from spectators. It is known as the 'Landliner.'

"Truck and Bus Transportation", the trade journal in Australia for the Road Transport Industry, states that the new design will put bus travel comfort in Australia far ahead of that offered by Greyhound and other American, British and Continental services.

This new design of vehicle has been developed co-jointly by Dyson's Peninsula Bus Lines, a large Victorian bus organisation, Fowler Constructions, and the Ford Motor Co. of Australia.

It differs in many essentials from the standard four wheel bus and is a great advancement on the newer semi-trailer, articulated bus, which has been gaining in popularity in all States.

The ordinary type bus is 30 feet long and seats up to 33, while the semi-trailer passenger saloon is up to 35 feet long, seating up to 55.
The new Landliner design, in effect, compresses the tractor vehicle of the semi-trailer bus down to the space taken by an open 8 h.p. sports car, and locates it under the front part of the body of the bus, in the same manner as the 4-wheel bogie is located, at each end of a tram or railway carriage.

The arrangement allows seating to be installed in the body right over this power bogie, and the saloon can be built to the full maximum 45 feet.
This in turn, provides seating for 80 people for metropolitan type of work, or super-luxury individual adjustable reclining seating, for about 35 on long-distance 'cruising' services.

Used as a metropolitan bus the vehicle seats over 20 more people than Melbourne's newest tramcars, and 38 more than the largest main line first class, express carriages on the NSW railways.

The 'tractor' power bogie gives the vehicle truly amazing manoeuvrability for a vehicle of its size, for it can make a complete turn, in its own length.
This bogie has a turning radius of over 110 degrees both to the left or right while the front wheels also steer as with a car.

Two Ford V8 engines and 4 speed gearboxes are used to provide and transmit power. One engine drives the rear axle of the forward bogie. This is the engine located in the bogie frame, between axles. A two-speed axle is used, giving 8 forward ratios.
The second engine is mounted at the end of the vehicle and drives the single, extreme rear axle, also of 2-speed design.

The gearbox of the rear engine has a free wheel, enabling it to idle, when its extra power is not required. In true sense, the rear engine acts as a booster when loads or gradients are heavy.

These engines are synchronised to obtain equal effort. Either motor can be started and run independently, and vacuum gauges on the instrument panel give the driver constant indication of the behaviour of both engines.
The driver's seat is at centre in extreme front where the semi-circular construction of the frontal windshield gives him an unimpeded forward view.
He drives and steers by 'indirect means', through an ingenious system of hydraulic controls. Gear shifting is accomplished by mechanical linkages.

These vehicles will be used for service between Melbourne and Sydney and, later, other capitals.
The fittings are being designed for luxury travel, using aeroplane type seats equipped with shock absorbers to give 'armchair' comfort.
An observation parlour at rear with large perspex windows will make the body design as unique as the mechanical accomplishments.

Vehicles will carry a refrigerator, serve ice water, provide card tables, serve morning and afternoon tea within a vibrationless, air-conditioned, and sound-proofed body. A toilet compartment is included in the design.
Although powerfully braked, slowing and accelerating will be smooth and gradual.

From a maintenance viewpoint, the principle has many advantages, for the power bogie with front engine and driver's controls, can be disconnected from the main body, and driven out for service inspection, and another unit driven in to replace it. This changeover takes about half-an-hour."

Ron, that is the most information I have read on the Land Liner, Thank you. I have been seeing pictures of that bus for a lot of years, and I knew it went to W.A. it would be interesting to know of the rest of it's dfemise. I sort of recall hearing that it got turned into a semi trailer bus, or the back bit at least, obviously, but I can'ty recall where I would have read that.

Ronhorse - The West Australian Govt Railways, which ran country bus services, in conjunction with rail passenger services, actually contracted to purchase three of the Dyson Landliners from Victoria.

However, it appears that the Landliner pictured was the only one of its kind built, and a model called the Cheetah, which was very similar, replaced it.
The W.A. Govt contracted to purchase two new Cheetahs, as well as the used Landliner .. but the Cheetah contract was apparently cancelled, after new conditions were imposed on the Cheetah contract.

It remains a point of contention whether the W.A. Govt authorities knew that Victoria refused to renew the registration of the Dyson Landliner.

The Dyson Landliner pictured, was loaded on the train to Perth, and unloaded in Kalgoorlie on Thursday 24th July 1947, to a fanfare, and a big pictorial spread in the "West Australian" newspaper.
It was then driven to the Tramways carbarn in East Perth, where some work was carried out on it. It is not recorded what work the Tramways Dept did to it.

When the Landliner reached W.A., the Police Traffic Branch examined it, and expressed deep concerns over the bus' excessive size .. but more importantly, expressed deep reservations about the lack of back-up steering, in the event of steering hydraulic hose failure.

The Landliners hydraulic steering was controlled from the driver compartment in the front of the trailer, and had no mechanical coupling whatsoever, it was all purely hydraulic. A burst hose left the driver with no steering.

The Traffic Branch concerns were over-ruled by another, un-named Govt Dept. Incredibly, the bus was only registered to carry 44 passengers, when the Traffic Dept eventually issued a "provisional" registration! .. despite the fact, the Govt had paid to extend the capacity to 61 passengers!!

It appears that the passenger reduction was due to the bus not meeting W.A. Traffic Law regulations, as the bus weighed 15