Regular Bigloryblog readers will no doubt recall the recent launch of the 'small training wheels' mid-lift axle option on the Mercedes' Axor and Actros which saves a fair bit off the kerbweight of either tractor. Well building materials giant Lafarge is evaluating a pair of Merc tractors with those self-same small-wheeled mid-lift axles against similarly-specified products from three rival manufacturers.
One is a premium Actros, the other is the UK's first Axor to be equipped with the new axle, which is fitted on line at the Mercedes-Benz truck factory in Woerth, Germany. Both trucks are based at Lafarge Cement's terminal facility in Northfleet, Kent, and pulling bulk powder tankers.
Mid-lift axles on standard 6x2 Mercedes tractors have 22.5in wheels and 7.1-tonne plated weights. However, the new mid-lift axle offers a 250kg weight saving thanks to its 17.5in wheels and despite its lower, 4.3-tonne rating it can be specified on vehicles operating at 44 tonnes gcw. Not surprisingly, Merc reckons: "The new axle is also ideally suited to cement tanker operators such as Lafarge, who need as much space as possible on their chassis for ancillary equipment." Anyroadup click through here for what Lafarge has to say about it all...
Lafarge Cement UK's Transport Manager Andrew Brodley tells BLB: "Historically, we've run 6x2 twin-steer tractors with day cabs for the cement business. However, it was timely to see whether this specification still meets the current demands of our business and will continue to do so in the future."
And following an in-depth evaluation, Lafarge revised its specification and its next fleet of 6x2 cement units will have sleeper cabs, light mid-lift axles and in-chassis mounted compressors. Payload is obviously crucial to Lafarge. "We tend to sell our product in bulk so we need to be able to carry as much as possible," Andrew adds. "We're currently averaging about 29.5 tonnes but we are looking to these new tractor specifications, alongside other modifications, to increase this payload."
The evaluation exercise will continue throughout 2009 with performance, fuel economy, reliability and driver preference all continuing to be monitored by the company. "At the end, we hope to be in a position to evaluate the best supplier model for our needs - we might go with a single supplier, or we might dual- or even tri-source our fleet," confirms Andrew.
Lafarge has three Business Units in the UK: Cement, Aggregates & Concrete, and Plasterboard. Together, they operate some 840 trucks, the majority of them 8x4 mixers and tippers used by the Aggregates & Concrete business through contracted owner-drivers, whose trucks run in Lafarge colours.
And a fleet renewal deal could be big business for some manufacturer, not least as Lafarge operates 113 tractor and bulk powder tank trailer combinations in the UK and that "all but a handful of these trucks are scheduled to be replaced in 2010 and 2011."
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