SPECIALISING IN RUBBISH
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Local authority waste contracts are specialist jobs for special vehicles. Richard Scrase reports on a Thames Valley contractor's vehicle policy
• Truck manufacturers and specialist bodybuilders are seeing changes in the types of vehicle ordered for municipal operation. The reason is that many local authorities are contracting waste disposal, road maintenance and local ambulance services to private companies.
Waste disposal is the best-known area where private contractors have replaced local authority-run services. A host of private companies is emerging to specialise in different forms of waste disposal, including domestic refuse, trade waste, liquid clearance and landfill. Inevitably, such companies place highly specialised vehicle requirements before the truck manufacturers and body builders — the multi-role municipal vehicle, such as the gully emptier which might double as a cess pool emptier, is less in demand. One of Britain's largest private waste disposal companies is the Grundon Group, based in the Thames Valley. In 1982 Grundon became the first private company to undertake trade refuse collection for a local authority (Bracknel District Council). The company operate a fleet of almost 150 vehicles, including 10 eight-wheelers and 35 six-wheelers, and it provides most waste disposal services, with the exception of domesti• refuse collection.
Company director Richard Bray is responsible for the purchase and replacement of Grundon's commercial vehicle fleet. Over the years he has primarly chosen Leyland Trucks. He says: "It is a matter of horses for courses. Our Leylands have done well and we have kept faith with them."
Bray estimates that almost 98 per cei of Grundon's trucks are Leylands or Scarnmels. Though there are one or twl exceptions to the overwhelmingly Leyland fleet, Bray says these are bought for appraisal to see what other manufacturers are offering.
• Single-minded
There is a similarly single-minded approach to engines, Bray says: We have decided to go down a certain route where engine horse power is concerned. We have gone to the vehicle manufacturers with our specifications, Ix only Leyland and MAN have been able t( meet our demands."
The Grundon Group demands powerfu low-revving engines for the fleet, giving fuel economy, speed and long running life Bray is not attracted by turbocharging: "Our reason for specifying low-revving engines is to get the mileage — turbocharging doesn't prolong the life of the engine."
The company's specialised requirements are reflected in its three latest purchases: one 179kW (240hp) MAN with a South African specification which is unique to this country, and two Scammel S26s.
Despite Bray's preference for highpower, low-revving engines, the compan] s decided to specify the Scanunels with rbocharged Cummins LIOs. Bray says: Ve decided to buy two Scammel S26s id preferred the Cummins engine. It st so happens that this is turbocharged". e believes the two new Scamrnel S26s e the first to be fitted with L10 engines id says they can produce 179kW (240hp). Until now Grundon's six-wheel fleet has imarly featured Leylands with 156kW 10hp) 111 engines, but Bray believes e greater power of the new engines ill inprove performance. An added Ivantage is that the Scammels have a rger cab than the Leylands, giving ivers easier cab access and greater imfort.
Driver comfort also plays a part in the ioice of transmission system. According Bray: "10 per cent of our vehicles have Bison automatic transmission, because nFront Loader and Waste Wheeler mvices require a lot of stop/start work." Bray finds that two companies provide lost of his company's requirements for ehicle bodies — Powell Duffryn and lavid MacKrill Engineering. Bray says: In vehicle bodies we look for quality and !liability. We don't necessarily buy on rice."
Vehicle bodies are expected to last up 15 years and are transferred to new Aides when the old vehicles are !placed. "We generally expect three yes from our bodies and so far we have een proved right", says Bray.
Around 25 to 30 trucks in the fleet are !placed each year. Grundon replaces all iur-wheel vehicles after five years and other vehicles after seven. All vehicle odies are removed, to be fitted on new -ucks or to be scrapped after up to 15 ears' service. "We have a policy not to ell the vehicles complete with bodies ecause they tend to come back as ompetition the following day," Bray xplains.
After five years' service, most of Grundon's trucks have gone through the mileage clock at least twice. Bray says: "We expect to do around 200,000 miles (320,000km) with our four-wheelers and up to 350,000 miles (560,000Icm) with our six-wheelers."
Only one truck in Grundon's fleet is exempt from the fiveto seven-year replacement cycle. It is the best kept truck in the fleet, a 1929 Albion presented to company founder Steve Grundon in 1979, to mark the company's 50th anniversary. It will take part in the historic commercial vehicle run between London and Brighton on May 4.
All vehicle servicing and maintenance is done in the company's depots, and Bray plans to improve workshop facilities when a new 21 million depot is opened in September at Beenham, near the M4 at Reading. The Beenham depot will include a workshop, a fuel island and a shot blasting and painting depot.
11 New depot
Grundon has also recently opened a new depot at Leighton Buzzard near a land-fill site owned by the company. Bray explains: "We are hoping to get more work in Buckinghamshire and Bedfordshire from the new depot". The company, now running at an annual turnover of around 28 million, plans to expand further down the M4.
Recruitment of drivers in the Thames Valley can be a problem, admits Bray. "There are just too many jobs for the number of drivers around," he says. Despite that Grundon rarely loses its drivers. Says Bray: "We provide our drivers with good vehicles and pay them well, and we give them good conditions. Our Colnbrook depot has full canteen facilities and there will be a canteen at our new depot in Beenham."
There is a strict recruitment policy at Grundon. References are always takenup and new drivers are sent out with a trained driving assessor after a week in the job, says Bray, to ensure that the driver treats his vehicle correctly. "It is very important to assess our drivers properly because of the high cost of vehicles and insurance."
All Grundon drivers are men. There are two women drivers operating in the waste disposal industry, but the Thames Valley has always employed male drivers. Asked about his attitude to employing women drivers, Bray says: "I think it is best to say `no comment'."
Unions do not figure prominently in the Grundon Group. Bray says: "Most of our drivers don't want to be union members. We buy our drivers union cards when they work in areas where union membership is necessary, like British Leyland at Cowley."
Bray finds it difficult to explain Grundon's success and growth. "I suppose one of the reasons is that we never ever employ anybody to do something we, the directors, wouldn't do." He adds: "We can all drive lorries and we understand what's going on on the ground floor."