BITING THE DUST
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Local authorities spend £200 million a year on municipal vehicles. We joined the Birmingham bin-men to assess the Britannia 6 / 4 Colectomatic's chances of grabbing some of that budget.
• The weekly collection call for household rubbish is like milk or newspaper deliveries, just another of those typically British rituals which are hardly noticed — until they stop. Ask any housewife.
To keep her and her ratepaying husband happy, a successful environmental organisation relies as much on the dependability of its refuse vehicles as on the enthusiasm and drive of its teams of binmen. With that in mind we have taken a close look at one of the most up-to-date tools of the municipal fleet manager's trade: the Britannia 6x 4 Colectomatic. By the nature of the beast this was, in terms of distance covered, about the shortest formal roadtest we have yet undertaken.
This vehicle is an interesting blend of modern technology, combining as it does the recently-developed Britannia crew-cab and Perkins Phaser engine with the wellproven Seddon Atkinson M24P18 municipal chassis, Colectomatic 22.2m3 body and Allison automatic transmission. Birmingham Environmental Services placed one at our disposal; a demonstrator from the locally-based manufacturer. BES is evaluating it before it decides on a replacement for its ageing fleet of 46 three-aided Dennis Phoenixes.
The users were able to supply the truck fully laden with compacted household waste for tests at the Motor Industry Research Association's proving ground. Our operational trial began the following day at Birmingham's transport base in Montague Street with an empty vehicle and included an actual collection round in the City's Harborne area.
With the round completed, the vehicle was weighed, tipped at the Tysely waste disposal plant and then returned to base for a tank-top fuel check.
In practice refuse collection trucks cover very short distances but have to contend with tough working conditions. Engines, transmissions and running gear all suffer as drivers hurry to reach and cover their rounds as quickly as possible. Meanwhile the loading and compacting equipment demand gruelling stop-start service from the engine on a working cycle during which pick-ups can be as little as seven metres apart.
• FUEL CONSUMPTION
Because of this it would be meaningless to make our usual fuel comparisons, but in the Seddon Atkinson 2-11 roadtest at 16.26 tonnes GVW (CM 18 June 1987) the Phaser 180Ti engine proved itself a fuel-efficient unit, and although its powerto-weight ratio is reduced somewhat at 24.39 tonnes, there is little reason to believe that its consumption would suffer dramatically. Out of interest, our test vehicle used 46 litres of dery during a 22.4km collection run, which equates to 2061it/1001un (1.37mpg).
Many local authorities work on average fuel consumption for refuse vehicles well below that of an eight-wheeled tipper. Some go so far as to fit engines with hours-run meters, and this no doubt helps their maintenance schedules. Ours had no such device; but as our figures show, the Britannia was using fuel at a rate of 8.961it/hr which is not unexpected as it was working hard throughout the run. Its running cost of 26.81/hr is based on diesel charged at 37p/litre. Naturally it does not take labour charges into account which obviously form the largest part of the total operating costs.
Out of interest, the same driveline in last June's 2-11 test managed 22.61it/ 100km at an average 64km/h, which works out to a fuel usage of 14.551it/hr.
CAB COMFORT
Without doubt the Britannia's goldenyellow cab is the most striking part of the vehicle, and sets high standards for access, visibility and operational safety.
Jack Allen (Motor Bodies), Britannia Trucks parent company, developed the cab in collaboration with Walter Alexander of Falkirk, which actually produces it. On completion the cab is shrink-wrapped for transit and transferred to Oldham, where it is built on to Seddon Atkinson's popular M24P18 municipal chassis.
Meanwhile, Colectomatic refuse collection bodies travel south from Scotland, joining the completed chassis at Britannia Truck's Buckingham Street base. The refuse bodies are built to the original American design by Hillend Environment Services — one of Jack Allen's associate companies — for UK sales and export to Europe and Scandinavia.
Packaged in this form, the Britannia 6 x 4 Colectomatic "12+" has a 12.1-tonne kerbweight including 25 litres of fuel and a full (405-litre) tank of hydraulic oil.
This gives it a healthy 12.29-tonne payload, on a par with Norba's smaller but cheaper 20m3 capacity R220 unit, which is based on an identical M24P18 Seddon Atkinson chassis but fitted with manual Eaton gearbox.
Dennis Eagle, with claimed sales of over 400 refuse vehicles last year, is believed to be the market leader, and says that only a small percentage of its output comprises three-axlecl models. It builds the Phoenix refuse collector on its own MD2418 frame using the same Phaser 180TVAllison MT653 combination and producing a slightly better 12.49 tonne payload from a longer 4.63m wheelbase.
Dennis's marketing men display a rare coyness about the basic retail price of the 6x 4 model, except to say that it is "competitive". Their reluctance might indicate otherwise: we have no way of telling.
Apart from the Eaton 18000 axles under the Phoenix body, the engine, gearbox and rear suspension are identical, so the extra cost of the Britannia's more modern cab is a major stumbling point — or a bargaining counter — for a customer considering the two models. The cab in question is a monocoque-moulded fibre glass structure, reinforced with carbon fibre, and is full of interesting features.
Unusually for a non-PSV vehicle, it has a jack-knife door on the nearside that allows the driver a clear view down to kerb level through the pair of full-depth windows. It opens pneumatically from the inside or outside.
An extended and illuminated first step is followed by further well-spaced steps to the central seat at the front or to the bench seats at the rear, which have storage lockers beneath them. The moulded backrests are unyielding, but once seated the crew can see the road ahead without having to stoop.
Two large extractor fans mounted in the rear of the roof prevent the atmosphere from becoming stuffy, and the cab also has twin heater/demister fans. The heater is particularly efficient, delivering the heat where the driver appreciates it the most, around the knees and in the footwell. Steps and platforms have protected edges and a non-slip covering that can conveniently be swept or hosed clean.
A five-man crew not only travels comfortably, it can swarm into or out of the cab quickly, safely and easily. The driver, too, can leap across and be out of the cab very quickly to help with collections. With no protruding side door to worry about there is no need to park wide to avoid hitting cars or lamp posts, and excellent all-round visibility from the driver's seat makes driving to collection points in forward or reverse a much safer proposition.
Although the Britannia cab is a vast improvement on many others in service, it also costs more. There is a 21,000 premium over the standard Jack Allen municipal model, but we have only one or two criticisms of it in its present form. Early morning sunlight is a problem, causing reflections on the side door windows, obscuring sight of the rearview mirrors beyond, whether the door is open or closed. Non-reflective glass would eliminate this problem. The brush-seal at the bottom edge works well, but it is not weather-proof and tends to sweep dirt into the front corner of the step. The sun visors are too narrow and let in the sun's rays to the sides, right at eye level.
Still on the subject of niggling faults, part of the speedometer and some of the gauges on the dash (derived from the standard Seddon Atkinson unit) are obstructed by the small but very upright steering wheel, and that adjustable steer ing wheel could be used to better effect.
Cutaway corners of the cab help to ease moving around obstacles. In most cases rubbish cart drivers in cities like Birmingham have to compete with earlymorning commuters for the centre lane between parked cars. The Britannia's chamfered overhang, 22.1m turning circle between kerbs and fight but positive ZF power-assisted steering allow the driver to exert his will over impatient road users to get the job done.
Mistakes can still be made when shunting around, of course, and the flimsylooking fibre glass bumpers are likely to prove ineffective and easily torn away. The wide driver's door opens beyond 900 to allow easy entry at his side too. In a strong wind, however, a stronger inner door handle would be welcome to stop it being snatched from the driver's hand. The document bin lid is also inadequate.
Compared with Seddon Atkinson's standard cab on a 6x4 Cummins-engined tipping chassis, the in-cab noise levels from the Phaser 180Ti engine and automatic transmission are over 10dB(A) higher at speeds up to 801cm/h. The margin is the same when compared with the Phaserengined 2-11 we tested last June.
Extra insulation would help, but as the crew spend most of their working time foraging along the pick-up route, this is no real problem. When the driver has to take part in waste collection he barely notices the noise levels, but he will appreciate the cross-cab access and easy exit.
• TRANSMISSION
On a busy city stop/start collection round the Allison automatic gearbox is an absolute boon to the driver, few users will fail to appreciate its effortless operation and its reliability.
When working the Colectomatic's compaction equipment the gearbox has to be left in neutral. Controls are fitted at each side of the rear of the body for the crew, and being on a bonus scheme they will soon remind the driver if he leaves the truck out of gear.
The compaction works on a 17-second cycle and on a frequent-stop operation it can be heard still running when the vehicle is moving on to the next call. Throughout the entire range of working conditions the engine coolant temperature hardly changes, with the needle staying near the bottom of the gauge, on 50°C. The transmission oil temperature holds steady too.
The Allison box is smooth to use, and although the Britannia's acceleration is hardly electrifying it translates the Phaser's excellent torque characteristics into positive performance.
With such a low final drive it is hardly surprising that its gradeability is superb. Nowhere was this more obvious than on MIRA's 33% (1-in-3) test gradient where it simply powered its way over in low gear without any fuss whatsoever. The park brake also held on the 33% test hill, but the brakes on the bogie axles spoiled the day by locking up during Motometer tests on the slightly damp track. It stopped well at 32km/h, and at 48km/h it showed a trace of lock-up on the right hand side of the bogie.
At 641cm/h it pulled hard right, at which point we aborted that part of the test. During the operational trial, however, the brakes functioned satisfactorily.
111 SUMMARY
A recent survey by the University of Birmingham indicated that local authorities spend around 2200 million a year on a total fleet of around 13,000 vehicles of all types, excluding those for the police, fire, health, education and local government departments. Birmingham's share in all this varies from year to year. Last year it cut back and spent virtually nothing, whereas in 1986/7 it spent around ELS million on equipment.
Unlike Dennis Eagle and Shelvoke Dempster, which still make their own chassis, Jack Allen (Motor Bodies) and several other well-known refuse truck manufacturers use proprietary chassis-cabs. Jack Allen and its subsidiary Britannia Trucks both use Seddon Atkinson's popular 4 x2 and 6x4 municipal chassis-cabs.
With its Phaser-engined Allison automatic driveline and a proven Colectomatic body, the vehicle has a sizeable payload and carrying capacity, making it an efficient and productive tool for the municipal fleet manager. A slightly narrower version of the cab is available for those who operate in narrow confines.
Apart from P D Engineering's 6x4 Vulture, which has to bear the heavy 238,560 charge for the Leyland Daf 24.21 chassis/ crew-cab, Britannia's 6x4 Colectomatic as tested must rate as one of the more expensive packages.
Its purpose-built crew-cab, however, offers very high standards of operational safety and comfort that can only enhance the crew's performance to the benefit of the community that it serves. It has a number of faults, however, and does carry a premium of 21,000 over standard Jack Allen models. Nonetheless, for customers who can afford it, the Britannia 6x4 Colectomatic looks and acts the part and gives value for the money.
El by Bryan Jarvis