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"Foden was the only manufacturer to meet the specification."
Page 36
Page 37
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Malcolm Gleeson
The average family generates about 22kg of waste each week which means that GMW (Greater Manchester Waste) has to coiled and dispose of 1.4 million tonnes of municipal solid waste from the nine Greater Manchester districts. GMW, formed in 1995, is based at Bolton and is wholly owned and controlled by the Greater Manchester Waste Disposal Authority. It is the UK's largest local authority waste disposal company.
With a fleet of over 120 vehicles the company has six 64 Foden Alpha 3000 tractive units; they are used to transport waste which can't be recycled from the transfer stations to landfill sites.
Operation manager Malcolm Gleeson told us: "We have a predominantly 8x4 fleet using back ejectors. The artics, configured with 92m3 Dee Warley walking-floor trailers, were purchased to cover greater distances with larger and heavier loads of up to 44 tonnes. We put out tenders to Volvo, ERF and Leyland Daf but Foden was the only manufacturer to meet the specification and able to give us the complete contract package. We normally keep our vehicles for eight to ten years because the equipment often costs more than the vehide. These Foden trucks are on a five-year contract with a possible buy back. The residual values on Fodens are usually quite good, but it is a buyers market.
"The local dealer actually maintains seven vehicles. One is their own and is used to supplement our fleet if one or other of the Alphas is off the road for servicing. The contract is for i6o,000lcm a year but at the moment they only cover about half of this. We put them on the road with a few non-standard extras such as sump and radiator guards. The fuel tank is protected and we also have prop shields fitted. It is surprising what an exposed UJ can pick up in a landfill site. When we first looked at 44-tonne operation we asked the drivers what they needed before we finalised the specification. One of the things they asked for was an on-board weigher, which we now have on the trailers. We specify day cabs for the unit, which stand up quite well, and with air seats they have good driver acceptance.
"We have a separate contract with ATS for replacement due to wear and damage. The units run on air and running onto site was a bit of a concern, but we have never had a bag go yet. The work can be quite arduous. These trucks are fitted with towing eyes as in wet conditions they sometimes have to be towed on and off the landfill. We have had problems with springs breaking in some of the rigids in these conditions but the front springs on the tractive units have been OK. We have operated them for ta months now without serious problems. The next tz months will tell us whether they will last through the contract.
"They are returning between G.o and 7.0mpg. With the electronic management system we expected better than this but as the engines continue to bed in there is still time for improvemeni There are so many sensors on modern trucks so we have to accept the greater use of electronics in all areas. Our trucks go through the wash six to nine times a day so water ingress is a worry. We would like to see better backup on the fault-finding side but otherwise it is a good piece of kit." there was a 12-speed transmission option w all but the most powerful Cummins unit.
Lighter steering effort came from the D like variable-ratio steering box while the hg small section but stiff, high-tensile frame vi developed with Paccar know-how,
On the 64 tractor, Hendrickson rubber s pension was specified at the rear, with option of Paccar's Air-Trac four-bag suspensi( New models were announced mid sumn last year to coincide with the introduction Euro-3 legislation but are only now becomi available with double-drive tractor versioi Central to the development is a new 401r longer cab providing the occupants with trx living space and a wider bunk. The restyl fascia has curved lines. Stowage space been expanded and, in the XL version, he room is increased by 69omm. Outside t change of grille retains the Foden kite bad while the bumpers incorporate new polyc. bonate pencil beam headlamps and a sect ternal locker is provided r tools and protective 3thing.
With Four engines, the ro new 12.0-litre units m1 Caterpillar are rated at 3} and 431hp while the ammins ISM engine is trrently available at 385 id 420hp—earlier EUTO-2 odds were offered at up to }ohp. ZF 12 and i6-speed !arboxes are specified for the heavier tractive iits. Intelligent EBS (electronic braking sysm) disc braking can differentiate between fferent load conditions and has the ability to .ctify any out of balance braking forces. realer demands on the cooling system for iro-3 models limit the plated weight to 65 nnes for the time being but this will be creased to 8o tonnes by the end of the year.
by BM Brock