• Reddit
• Digg
• Facebook
• MySpace
• del.icio.us
• StumbleUpon
• Technorati
• Furl
• Newsvine
• Google Bookmarks

Additional Article Content

• Automating Bulk Collection

You may also be interested in...

Photo: Heil Environmental
Heil's Starr automated side-loader system
uses a semitrailer body that pivots on
the tractor for a tight turning radius.

One of the fundamental issues that faces the municipal solid waste industry and carries major implications for the industry’s profitability and manpower challenges is the extent to which refuse collection and operational and financial information are automated in coming years. MSW Management recently spoke with several industry experts about the advantages and limitations of the move toward full automation, and the responses generally reflected guarded optimism about the prospects for realization of this ideal.

The experts provided a significant amount of pros and cons in regard to full automation. MSW companies and municipalities certainly have many factors to consider in regard to capital investment and the impact on labor assets.

Such fundamental operational changes as those that are inherent in increasing the level of automation do warrant informed decision-making.

Advantages, Limitations
The advantages of fully automated collection are manifold. Gregg Wilkinson, refuse sales manager for the San Antonio, TX–based Rush Refuse Systems, which sells work-ready refuse trucks and operates a 10-dealer network covering the South, notes that refuse haulers and customers benefit from increased automation. One of the major benefits, Wilkinson says, is sanitation worker safety. Automation can prevent workers from suffering the leg, back, and shoulder injuries characteristic in fully manual collection. He adds that automation reduces other risks, such as contact with hypodermic needles, broken glass, and other sharp items hidden in plastic refuse bags. Fully automated refuse trucks also require only one driver-operator instead of the typical driver and two workers used in manual collection, he adds, and worker productivity is typically much higher.

Perkins Mfg. Co.’s Model PAC has been improved with features such as solid-welded construction and redesigned grabber arms.

Matt Lamb, vice president of sales and marketing for refuse truck manufacturer Wayne Engineering, indicates that fully automated collection gives a refuse company significant operational flexibility. The labor force faces less physical, age, or gender barriers to working in the field, weather has far less of an impact on workers, lower workers’ compensation costs reduce everyone’s costs, and this type of collection establishes a basis for a volume-based rate system. Automation also aids worker retention, adds Jody Hurley, product manager at refuse truck manufacturer Heil Environmental.

Frank Nerenhausen, vice president of refuse sales at McNeilus, notes that automated trucks are designed to service 1,200–1,500 homes per day with one operator. The method of “can coming to the body” via a remote piloted arm keeps the driver-operator from stepping into traffic, a major source of injury.

To routing and vehicle location system providers, automation means not only reducing the burden on human labor in terms of the collection process but also using information technology to automate operations and the back office. Barry Grahek is president of software application development and information technology consulting provider DesertMicro and former owner of the document destruction and recycling company Shred-All of Jacksonville, FL. He argues that automation yields increases in both “hard” and “soft” returns on investment.

“The big push for automated collection is because of the reduced operating cost,” Grahek says. “The reduced operating cost comes in the form of physically reduced manpower out on the truck because I can pick up those cans without any helpers.” The company often installs a radio frequency identification (RFID) system on its customers’ automated lifting equipment to record collection activities for compliance purposes; this technology can boost a soft return on investment (ROI), Grahek says. “The second piece is the reduced labor in the back office, because with an RFID system that’s linked to our GPS in the truck, what’s transmitting back live to the office now is real-time progress through the route sheet. There no longer is someone in the back office having to key in route production data, missed pickups, extras for revenue, and proof of customer service, especially if it’s in a franchised area.”

Grahek says that, for his customers, he has determined a hard-ROI addition of 12% via a reduction in back-office operating costs on a typical information-automated route. He adds that most customers say they do not have time to audit routes and rebalancing their truck fleets to accommodate the route audits accordingly. Soft-ROI increases are also tangible and measurable, he adds.

“The soft ROI especially comes through on a municipal contract in a franchise where the municipality has privatized the collection and they want to make sure they’re holding their vendor accountable for the service that’s being delivered to their constituents,” Grahek says. “They tend to measure that by the number of complaints coming from the residents or the on-time accuracy of pickups from the residents. Just as the National Transportation Board tracks the percentage of on-time arrivals for an airline, we’re able to report back to the franchise the percentage of on-time, same-day service as service was promised to the residents and also the time to resolution of any service failures or complaints from those residents.

“The soft ROI is the automation of the collection tabulation, and trend analysis of all that data and the reporting back to the municipality. [The refuse hauler] can put the confidence back into the municipality that they’ve got a vendor doing the right thing, so when that vendor comes up for renewal they’re more likely to keep that contract, and when that hauler comes in for a price increase, they’re more likely to get that price increase.”

Randy Giddings, marketing director at Fleet Logistics, a provider of GPS-based hardware and analytical fleet-management software, notes how manual collection can physically wear down workers over time, not just put them at risk of accidents.

“Guys who are sometimes called helpers basically throw garbage into the back of vehicles,” Giddings says. “Over time, that’s so physically demanding that these guys become injured and they can have very short careers. The human body just can’t handle throwing up to 50-pound bags into the back of a truck all day. Over time, these guys are literally lifting tons and tons of garbage into those trucks, and people can’t handle that.”

Giddings reiterates the sentiment that increased automation makes a career in the refuse industry more attractive. “You can have one guy who can do the work of a crew of two or three people, and that one person can service more stops than through manual services. That increases worker morale, because now they’re technicians versus just throwing garbage into the trucks. They’re equipment operators.”

Full collection automation lends itself to information automation, Giddings argues. “With this information, you can manage your business much more closely. A lot of times, management doesn’t know what’s going on out in the field—they send their drivers and crews off, and they say, ‘We’ve done our job.’” Information automation can determine whether or not collections are occurring at appointed times, or if drivers are creating unsafe situations, he says. “We don’t use it as a ‘gotcha’ system; we use it as an information system so you can manage the business. We’ve uncovered a lot of safety issues, and there are situations where our clients can use our system to find money or save money and get information that’s locked into those vehicles, and they can’t see it without a lot more data.”

Photo: Rush Refuse Systems Peterbilt’s forthcoming Model 320 will offer technology for automation, reducing emissions and increasing fuel economy.

“Some older communities have alleys; some newer communities don’t,” notes Giddings. “With fully automated systems, your containers have to be lined up so that the vehicle can service them in sequence. Where you have narrow roads, you can’t really [use fully automated collection], because people are parking there. Some cities just aren’t designed to handle that kind of collection system. If you can’t afford carts and you have a community that’s not as affluent, those costs are passed along to the people. Some communities don’t want to incur the extra costs of having standardized carts for the fully automated systems to use. Also, it’s a little more expensive up front. Some communities that may be more cash-strapped just can’t afford it, so they go with a standard rear loader and a crew of a couple of workers.”

Lamb focuses on implications of automation on containers and residents. Purchasing automation-suitable carts for a large community may cost far more than the automated units, he notes. Distributing carts and ensuring that they remain in place at each residence creates a long-term challenge. A municipality must determine the optimum size of containers to purchase and coordinate any additional charges to residents for seeking larger ones. The municipality must occasionally repair container components such as broken wheels and hinges. Also, the curbside separation of recyclables must coincide with the materials recovery facility’s (MRF’s) collection practices, whether single-stream or separated materials.

Many waste-handling operations do not want to invest in trucks with split bodies, and glass typically has to be separated from paper, so separate pickups may be required for each. Not all trash can be containerized, so some means of accepting bulky items must be determined.

Robert Mecchi, president of container lifting equipment manufacturer Perkins Manufacturing Co., notes that parked cars can block lifting arms in dense urban areas and closely aligned containers can also hinder automated collection. Such overhead items as power lines and tree branches are actually hazards in some automated collection situations.

Nerenhausen points out that routes have to be established for automated collection, and this might not make financial sense without sufficient population density. Another implication for the truck fleet is the fact that trucks require a higher level of care due to their increased cycle times per day and more moving parts. Wilkinson adds that although automated truck chassis themselves do not cost too much more than conventional rear-loaders, the bodies do. He advises against “cutting corners” on automated truck components such as smaller-rated axles and suspensions and smaller transmissions—an easier strategy to get away with on conventional rear-loaders. Automated chassis should be overrated on specs, he advises, because of their excessive duty and use. Finally, he says, a refuse company should have the available maintenance facilities and labor to work on trucks almost every night, and drivers should be trained or experienced in this type of collection.

Hurley agrees that fully automated refuse trucks are getting increasingly technologically sophisticated, much like passenger cars—and this fact has maintenance consequences. “There are increased equipment maintenance costs,” Hurley points out, referring to items such as lifting arms. “The automated equipment is much more complicated, and there are increased costs for the equipment, both on the front end when our customers purchase their equipment and when they’re maintaining their equipment. The level of maintenance personnel they need to hire must be better educated, better trained.” Heil’s marketing communications manager, Chris Dutton, says that refuse companies need to judge the cost-effectiveness of automation by focusing on the total cost of ownership of a truck, not just a higher initial cost. “When you start examining the work force involved with running the machinery as well as just the overall quality of the work in the workplace, you really have to start weighing those against each other, so it’s not a black-and-white issue.” Dutton adds that Heil has focused on training customers through its dealer network on the more complex maintenance requirements of automated trucks.

  Increasing the Level
The experts agree that if fully automated collection is to come closer to becoming the standard, both the automated equipment marketplace and refuse customers must adapt further.

Dutton says that single-stream recycling programs using material-specific containers will need to be initiated with increasing regularity. In-cab operation will become more of a priority as greater pushes for safety and productivity become apparent amid labor and economic challenges. Increasingly, he adds, routes must become completely containerized with no loose refuse, yardwaste, or greenwaste placed on the curb. Customers must be educated on container curbside location and the industry must educate municipalities on the benefits of automation, he concludes.

Hurley agrees that the public must get used to new ways to set out refuse, and municipalities and private haulers need to view the benefits of automation through a prism of life cycle cost. “That’s a big one—just the cost up front of purchasing all the containers, and then you also have a lot of flyers and leaflets that go out and educate your customers on when the transition will take place, how it’ll take place, what they’re going to be picking up, and what goes in which containers.” Nate Davis, product manager with Heil, adds that the company provides its dealers with an automation toolkit that incorporates the initial investment and maintenance costs as well as reduced labor and workers’ compensation costs and ultimately reveals lower life cycle costs.

Wilkinson concurs that if the industry is to raise its level of automation, equipment and technology providers must do a better job of selling its benefits. Once customers are made aware of and agree with all the benefits of automated refuse collection, they might even push for the change. In terms of equipment enhancements, providers need to continue to evaluate and improve products, he adds. Smaller footprints, less noise, and less exhaust should be priorities; refuse companies should be able to move into and out of a neighborhood quietly and effectively, leaving nothing behind except empty refuse containers, Wilkinson concludes.

RFID, weighing of individual containers, more widespread use of carts, and the increased use of routing software with GPS, geo-tagging, video logging, and rerouting are some innovations that the industry can expect in coming years, says Mecchi. Customers need to be educated on proper cart placement and be willing to pay for automation-suitable containers, either via higher taxes or rental. The industry should train drivers, service technicians, and purchasers of equipment to increase the level of sophistication about automation equipment, Mecchi adds.

Trucks that can handle both carted and bulky uncontained represent one change that the marketplace may provide in coming years to increase the level of automation in the industry, says Curotto. Other possible innovations include trucks that can accurately weigh cart material, more maneuverable trucks, lower-maintenance components, and larger hoppers for greater productivity.

Lamb envisions an increase in recycling automation in the future as more MRFs are designed for single-stream processing. However, he adds, paper and glass will likely be kept separate as recyclers do not want glass shards embedded in recyclable papers. Trucks will become increasingly specialized to handle or process of specific types of refuse, such as recyclables and greenwaste. The main factor driving adoption will be a continued interest in developing volume-based collection systems that utilize containers of various sizes to complement the customer’s needs while promoting greater landfill diversion and higher recycling rates. Older communities will continue to present a challenge to increased automation levels because on-street parking inhibits automated collection. Despite the availability of units that provide extended reach arms to access carts between parked cars, this increases operating cycle times, reduces productivity, and can increase liability due to potential property damage, he says.

Noting the higher maintenance costs for fully automated trucks, Nerenhausen says that truck manufacturers such as McNeilus are looking to lower the overall cost of operation. Other priorities include increasing payload and reducing operational complexity for the driver and mechanic. He says that McNeilus is also looking at ways to make its vehicles more fuel-efficient, including offering systems that operate on compressed natural gas.

Without a holistic approach to automation, haulers may not realize fully realize its benefits, explains Steven Kaufman, senior vice president of operations with Routeware Inc., a developer of information automation systems for scheduling, dispatching, and collection. The hauler needs to ask itself what specific goals it has for automation (e.g., reduction of labor and vehicle costs, streamlining the flow of information from the vehicle to the office, or increased route density) prior to implementation. At least as important is making a commitment to transforming workflow within the organization because automation touches all job functions from the driver to the management team, Kaufman argues. Meanwhile, if technologies such as onboard computing, scales integration, and RFID are to see increased utilization in the industry, vendors must bring reliable, durable, and waste industry–specific products to the market, and haulers must be made aware of the benefits automation can bring, including a clear explanation of the ROI they will realize, he says.

To Giddings, a fundamental shift in fuel costs over the long term is forcing haulers to adopt automation equipment and technologies. “Getting data from these vehicles helps you to better manage your operations,” he says. “From that information, you have better customer service, you find money, you save money, and you improve safety, so your overall operations are improved. There are in-cab-type computer systems that can collect data—we think that’s an important area for the future. There’s also fuel and labor—those are some of the biggest costs that haulers have. Now you know where your container is and you can capture the time between customers, and that can be fed into your routing system and, therefore, you can verify that the routes you’ve created are actually being run properly. It’s just a tremendous advantage to be able to capture that information with fuel and vehicle operating costs increasing all the time.”

Onboard vehicle diagnostic technologies that allow the transmission of operating data to management should be included in the discussion of automation, says Grahek. Tracking the operating condition of such items as the engine cooling system, transmission, brakes, and tires move the industry toward the realm of intelligent asset management, he argues. “For the past few years, the mechanic has been able to pull all of those diagnostics off of the truck once he physically hooks up his computer to the truck, but the mechanic has to proactively go get that information and see if there is a problem.” GPS technologies are now evolving to the point where the operating condition of these components is reported continuously, providing a financial improvement over even preventive maintenance programs.

As for how the marketplace can facilitate the adoption of information automation systems, Grahek says that these systems should cause as little human upheaval as possible. “It’s counterproductive to put a piece of technology in place that also requires you to add staff that can manage, administer, and operate that technology,” he says. “If the technology is going to be fully functional and give you the ROI that it has the potential to give, you’ve got to be able to use that existing staff that you’ve got. We should not be using technology that requires changes in the skill set of the work force that we’ve already got in the office.”

Equipment, Technologies
DesertMicro’s RouteManager system consolidates customer service, billing, and routing data to allow management to view route and customer profitability by account and route. The company says it developed the system to facilitate management of the entire business from the sales process through the collection of receivables and provide in-depth operational analyses.

StreetManager is a vehicle analysis and route-planning program developed to allow the route supervisor to optimize the utilization of routing miles and hours among trucks. The program processes all of the variables for a given collection and provides the route supervisor with the lowest-cost alternative. It features visual mapping and also incorporates such variables as time of day, road types, and one-way streets into calculations of travel times and distances to determine arrival time, yielding a dispatching tool. The program identifies the best service days for an area, allows left- or right-side scheduling for route stops, and provides turn-by-turn directions on every route.

A third DesertMicro program, TruckManager, has GPS vehicle location capability that also integrates with data from StreetManager. TruckManager then provides management with an idea of how much the operator is optimizing his own performance; when the lowest-cost solution is not being followed, the route supervisor gets notification of the exception. Additionally, the program provides a predicted rate of service so that if the operator falls behind schedule, the route supervisor can predict service failures hours ahead of time and take corrective action. The system’s onboard computer also has the capability to gather real-time vehicle data and engine diagnostics by obtaining data on such items as pumps, speed, rpm, and oil temperature and pressure. The onboard computer also can generate an invoice or service ticket to leave with the customer or capture a signature on the spot.

One innovation from Heil that is designed to significantly boost residential collection efficiency is its Starr automated side-loader system. The system utilizes a semitrailer body that pivots on the tractor for a 42-foot curb-to-curb turning radius that is reportedly 40% tighter than that of conventional straight-frame refuse trucks and useful in cul-de-sacs. The manufacturer points out that the wheelbase of a conventional straight-frame refuse hauler often prohibits turning within a cul-de-sac. The system’s automated arm has an 8-foot reach, a 1,600-pound lift capacity, and an eight-second-cycle time. The arm also stows underneath the truck frame, allowing its use in tight alleyways and areas where vehicle width is a concern. The system’s paddle packer continuously sweeps the hopper, eliminating the need to stop and pack the load. The trailer is interchangeable with any tractor, allowing trailer maintenance without collection interruption. The manufacturer notes that a full trailer can be parked in the yard and serve as a mini-transfer station until traffic conditions at the landfill are favorable, saving fuel and wear and tear.

Another Heil truck, the MultiTask SL, is designed to accommodate manual, semiautomated, and fully automated collection. The versatility of the design, notes the manufacturer, theoretically allows replacement of two vehicles with one. The truck features a 1.7-cubic-yard hopper and a new TeleGrip telescopic automated container lifting arm that gives the truck a 102-inch maximum width with the lift down and grabbers in a work-ready position, and 96 inches with the lift stowed in the hopper.

Perkins offers two lifting systems designed to increase the level of refuse collection automation and efficiency. The company’s newest system, the PAS 2.1 Automated Sideloader, suits typical manual sideloaders and allows the pickup of various types of containers from the cab by means of an electronic joystick control. The system features a reported 10-second cycle time, a 62-inch reach, a 400-pound lift capacity, and a six-month limited warranty. Another system, the Model PAC (Perkins Automated Container) 1.1, has been refined with solid-welded construction for rigidity, redesigned grabber arms and a larger cylinder for a strong grip, heavy-duty arm control linkages, cushioned cylinders for smooth operation, a one-piece main pivot design, a stronger wind guard that is now removable, two extension cylinders for balanced motion, and locknut-secured hardware. The system also has a 3.9-cubic-yard can capacity, a total 1,650-pound weight, a 500-pound lift capacity at 2,000 pounds per square inch, a 10-second cycle time, and a one-year warranty.

Petersen Industries offers several “grapple trucks” featuring a hydraulic knuckleboom loader that includes outriggers, an all-purpose clamshell bucket, and, typically, a dump body mounted on a chassis—for bulk refuse collection. The model TL-3 Lightning Loader and Body System loads, hauls, and dumps trash and allows one-person total operation. The model RS-3 Lightning Rear Steer drives behind and loads into haul trucks from a single lane, yielding the fastest load cycle time. The model BL-3 Lightning Loader loads into rolloff containers that can be switched with others.

In the second half of 2009, Peterbilt’s Model 320 will be upgraded with new hybrid technology for the rigors of automated collection and will be available from Rush Refuse Systems. The truck uses Eaton Hydraulic Launch Assist (HLA) that includes a pump/motor, low-pressure reservoir, and high-pressure accumulator. During braking, the truck’s kinetic energy drives the pump/motor as a pump (regeneration mode) and transfers hydraulic fluid from the low-pressure reservoir to the high-pressure accumulator, where the fluid compresses nitrogen gas and pressurizes the system. During acceleration (launch assist mode), fluid in the high-pressure accumulator is metered out to drive the pump/motor as a motor, and the system propels the vehicle by transmitting torque to the driveshaft. The system is designed to reduce emissions and increase fuel economy by launching the vehicle using pure hydraulic or blended power and reduce brake wear and thus particulate matter emissions from brake dust. According to Rush Refuse Systems, results of system testing reveal fuel economy improvement of 17% to 30%, up to 26% improved vehicle acceleration, an increase of 10% to 15% in route cycle times, and a brake life increase of two to eight times.

In order to assist in automated refuse collection, Peterbilt offers a suitable low-cab-forward-designed truck with the Peterbilt Model 320 to be used in conjunction with automated refuse bodies. Beyond its long-lasting performance, the Model 320 is available with CNG and LNG engine options as well as the first Hybrid available in this type of cab configuration. The 320 is one of the most comfortable low-cab-forward trucks available, with a 96-inch wide cab, an ergonomic interior, and the exclusive use of taper-leaf front springs for an incredibly smooth ride. For serviceability, a three-piece frame cross-member is removable, and a large two-piece windshield is designed for cost-efficient replacement. The Model 320 has earned a well-deserved reputation for performing the most demanding jobs without compromise on comfort and quality. The Model 320 delivers Peterbilt quality, durability, and value.

Routeware has the DMS 5000 onboard computer and Routeware BackOffice, software for analyzing the field data collected by the onboard unit. These technologies integrate data from such systems as routing/billing software, scale software, route optimization packages, and time clock programs into the hauler’s back-office system. The goal is to create a seamless, paperless system with real-time access throughout the organization to driver, customer, and vehicle status.

The 20- to 31-cubic-yard Curbtender automated side loader from Wayne Engineering features proportional joystick control for smooth, proportional arm movement to reduce operator fatigue and jarring chassis movements. Its adjustable arm is capable of lifting 2,000-pound loads at a 7-foot extension. The extraction arm’s T1 wear strips ride on 4-inch-diameter steel rollers that adjust to compensate for normal wear, extending component life. Microprocessor controls provide such options as quick-grab, cart shake, and coordinated dump-and-return functions. New touch-screen controls process all conventional operations, such as packing and ejection, and capture such performance data as stops, cycles, and diagnostic functions.

Wayne Engineering also offers several small-body refuse models designed to provide maneuverability and fuel economy. They can complement a fleet by collecting remote rural subscriptions, picking up missed collections, and collecting in restricted areas such as cul-de-sacs, congested downtowns, public and private parks, gated communities, and mobile home parks. The 8-cubic-yard-to-14-cubic-yard AutoCat automated side loader has an auto arm capacity of 500 pounds at a 6-foot reach.