Keeping your trucks on the route and making money is the goal. Too many breakdowns and on-route failures cost you time and money.

By Lynn Merrill

Preventing dead routes and disabled trucks boils down to three elements: proper maintenance, daily inspections, and reducing misuse and abuse. Making sure you’re on top of these elements will give you a team of shining warriors that’ll beat the competition.

There are only so many trucks in your fleet for you to service your customers with. Like any team, they’re divided into your first string and second string. The first string is the newest, the trucks that should have the lowest operating cost and the highest reliability. These trucks are your shining warriors, the ones you count on to pick up the trash, greenwaste, and recyclables day to day. The second string comprises the trucks that you pull onto the field when the first string needs repairs. They’re the weary warriors, capable of still doing the job but prone to break down if you work them too hard.

Keeping this team out on the field falls to the combined efforts of your operators and mechanics. Both play a critical role in the success or failure of your team. An operator who’s in a rush to get out on the route and who neglects to routinely check the fluids in his truck is the same individual who can’t understand why his truck is always breaking down. The mechanic who guesses that that hose or belt will be OK for one more week because of the backlog of repairs in the shop is the same one who can’t understand why the backlog of work keeps growing. And both grouse that management keeps buying these trucks that break down all the time.

Getting the Leaks Out
Today’s refuse trucks are designed to perform their functions effectively and efficiently. Using a variety of computer systems to monitor the performance of the hydraulic system, transmission, engine, cooling system, emissions control, and electrical system, these vehicles are finely tuned to work in the adverse conditions of back alleys and rutted lanes. Manufacturers establish routine maintenance intervals for the various components in order to ensure peak performance, and failure to comply with these maintenance intervals can void warranties, lead to expensive repairs, and in the worst case result in catastrophic failure that reduces a $200,000 machine to a pile of scrap.

For most operations, the most common types of in-field breakdowns involve tires, electrical systems, and leaks in the braking and hydraulic systems.

“The most common [failures] that we have are hydraulic leaks, air brake leaks, and brake canister failures,” reports Billy Malone, assistant director of DeKalb County Sanitation Department in Decatur, GA. The county operates a total of 280 collection and support vehicles, including 138 rearloaders, 40 frontloaders, and eight rolloffs. “We make over 2 million stops a month in our fleet and that requires a lot of braking just at the stops. With the heavy traffic, there’s a lot of braking between stops. With the amount of lifting we do, the other concern is a lot of hydraulic leaks. We try to make sure that those elements are taken care of before the trucks go out. If they can use the truck the whole day, they will, but if any one of the elements has a significant failure, they will have to stop during that day.”

For the Atlantic County Utilities Authority (ACUA) of Pleasantville, NJ, the most common types of breakdowns experienced are related to tires and electrical issues. “On the tire side, these trucks are out there working in some tight quarters,” states Jim Coffey, maintenance manager. “The turning radius is limited, so we are really experienced in tire problems. In the electrical side, with technology the way it is now, a lot of computers are used on these trucks. We have power issues related to transmissions and power takeoffs not working or engaging. We find it’s usually a result of wires rubbing and shorting out to a specific component.”

In Merced, CA, the city’s fleet of 14 automated sideloaders, four rolloffs, three frontloaders, and six rearloaders offers a variety of challenges for Al Perry, manager of fleet services. “The most happening breakdowns include hydraulic hoses, electrical problems, electro-hydraulic problems, and limit switches that run out of adjustment,” he reports. “Most of our breakdowns are generated by our automated sideloaders because there is a lot of electro-hydraulic technology in those things, along with processors and false logic circuits. Out in the field it’s mostly broken wires because the wires and hoses on these things have to do a lot of flexing with each cycle of the unit.”

PHOTO:GREG BRAKE

For each agency, an effective preventive maintenance program is critical to reducing in-field breakdowns. “To reduce our downtime, we increased the frequency of our preventive maintenance program,” states Coffey. “Our trucks are now serviced every 4,000 miles. With that PM, you get a complete truck inspection and that has really knocked down our road calls. We’re experiencing some tire issues and some electrical problems now, you know, and I think that’s a direct result of increasing our maintenance on these trucks.”

Coffey’s program breaks the PMs down into three designations, depending on the number of miles. “Basically, we have an A, B, and C program,” he states. “The A is your basic wheel and filter change and lube job. B service will go a little further than the A service—it gets air and fuel filter replacement. The C service includes all the A and B plus a complete transmission service. In every single one of these inspections, the truck gets a thorough inspection. The main thing is getting it in here every 4,000 miles for a total visual inspection. If something is noted on that inspection, that truck will be set aside after the PM and whatever issue is needed to be addressed will be addressed.”

For the DeKalb County fleet, brake inspections are performed monthly. “We do not wait very long on checking out brakes and we encourage our drivers to report any kind of squeaking or feeling like the truck is not going to make a good stop,” Malone states. Another focus for DeKalb’s operation is on addressing hydraulic components. “We’ve recently made an attempt to cut down on hydraulic component failures by starting to change the hydraulic oil during the transmission phase. Keeping the truck clean identifies hydraulic problems really quickly. With a quick, visual inspection in the morning and the afternoon, you can obviously see a small leak that’s going to get bigger if you don’t get it fixed.”

PHOTO:GREG BRAKE

DeKalb County also uses oil sampling as a way to ensure that the oil is of the best quality. “We do some sampling and if we see some metal or whatever in the oil, we know that we’re fixing to have a major problem,” Malone states. “We never keep trucks over seven years. After seven years, regardless of the condition, we turn them in, sell them for surplus, and we have already accumulated our resources to buy the next one. This has worked really well with our entire fleet. We want to keep the trucks as clean and operating as safely as possible.”

For other-than-minor repairs or adjustments, the City of Merced will treat a repair as a major refurbishment, says Perry. “If a particular part—say a track on a sideloader—goes down and we have to replace that track, we’ll also go in there and make sure that all the bearings and rollers are replaced and generally give it a good going-over. We try to make it as new as possible before it goes back out the gate, including the hydraulic hose. If we have to do something with an arm assembly, then we’re going to be looking at the track that it runs on, the arm, the electrical switches, plus any hydraulic hoses. Our biggest problem in hydraulic hoses is chafing—the hoses rubbing either against each other or on something else that doesn’t move. That’s one thing that’s always been difficult. On some of the original units, years ago, they used to bundle the hydraulic hoses and the wiring bundle all into one loom. We started separating those out and cut a lot of problems. Imagine a bundle of wires that are connected to a circuit board, that are connected to solenoids that operate hydraulic valves. If you start grinding them together until the insulation rubs off and they start shorting against each other, you can have all kinds of hair-pulling–type problems. We started separating those out and then as time went on, the manufacturer also started separating those out so that hopefully they don’t rub each other and cause problems.”

Driver Inspections
Once your mechanics make sure that the trucks placed on the ready line are in the best shape, your operators are responsible for inspecting the trucks daily between PMs, watching for signs of problems, and operating the trucks within the design and operational parameters.

In essence, the daily inspection can be considered a mini–preventive maintenance inspection, intended to ensure that the truck is safe before it hits the street. The typical inspection includes a visual observation for any leakage from the various systems, including the hydraulics, transmission, engine, or cooling system. Evidence of leakage includes pooling of fluids under the vehicle, and seepage around hoses, fittings, or cylinders. Fluid levels on all accessible reservoirs should be checked and, if appropriate, refilled to proper quantity. All lights, including headlights, clearance lights, turn signals, brake lights, and emergency flashers, are turned on and checked for any burned-out bulbs or broken or damaged fixtures.

Wheels and tires are checked to see if there are any cracks in the wheel assembly or any missing lug bolts, that the tires are within legal tolerances for tread, and that there are no obvious signs of damage to either the treads or the sidewalls. While obviously the tires should be checked to make sure there aren’t any flats, you’d be surprised how often a driver may miss an under-inflated tire, especially on the inside of the duals. Mudflaps should be inspected as well, to ensure that they are in good shape, not loose or frayed, and that they meet legal requirements.

PHOTO: ACUA

Once the visual portion of the inspection has been completed, the driver should start the vehicle and bring the air brake systems up to pressure, prior to testing. The driver should be listening for any unusual sounds and observe the gauges and other controls. Depending on the vehicle, the driver should operate the lift systems to ensure that they function properly. On automated collection trucks, the arm mechanisms can be a constant source of problems and intermittent failures, so operating these through several cycles may prove useful, prior to leaving the yard.

The typical, thorough inspection should take approximately 15 minutes. But when it’s pouring rain or freezing snow, or if a driver is just in a hurry, it is tough getting him or her to do the right thing. “We do daily before and after inspections,” states Malone. “We have two full-time safety compliance officers that are randomly going out and observing trucks and drivers—how they are doing their pre-trip, post-trip. There is paperwork they have to fill out on a daily basis. Occasionally, we do a random check on a truck that comes back in to ensure that if the driver did not write up something that was obvious, there’s a disciplinary action associated with it. We want them to be conscientious about the truck. We cannot guarantee that they’ll be driving the same truck each and every day. When one driver takes care of his truck, the next driver may get in it and not take care of it as well. If [the first driver] sees things that were obviously neglected, it is his job to report that so that we can better educate all our drivers consistently that everybody is looking at everybody else.”

Proximity to the fleet operation can assist in ensuring that drivers and mechanics work together. “Our maintenance facility is located a couple of hundred yards away from the recycling center where the drivers are going through trucks in the morning,” says Coffey. “There are route supervisors out there in the morning with the recycling guys making sure they’re doing their pre-trip and collecting the reports from them. We also staff the maintenance center at 6:00 in the morning so that when drivers have any issues, they could bring their truck down. There are two mechanics assigned to correct any of their issues they may have related to turn signals, lights, or low fluids, or a tire went flat, or tires need air. We have mechanics assigned to work with the drivers daily.”

Establishing and maintaining driver standards relating to inspections is critical to success as well. “We’ve been in the collection business since 1988 and we’ve increased our standards for drivers,” states Jim Rutala, vice president with the ACUA. “We’ve improved the work force that we have so that they understand. Plus, there’s a lot more training today than there was a number of years ago, so they know what is expected of them. They’re taken through how to inspect the truck and what’s necessary. There’s higher accountability now than there may have been in the past.”

“Right from the beginning the drivers are mentored,” states Perry. “Their training starts with ride-alongs. They learn the procedures, the routes, and the equipment from their fellow drivers that have been at it for awhile. We try to instill pride in the organization from the top down, and we provide them good equipment. We have it looking good, and we insist that it continue to look good. This is not an operation where they go out, run eight or nine hours, and no matter what the truck looks like when they get back, they just park it and then put tomorrow’s mud on top of today’s mud. That doesn’t go around here. When that truck comes in, it is washed before it is parked, and I think that helps a lot. Our technicians also develop relationships with the operators because it’s a teamwork-type thing.”

Constant vigilance on the part of the supervisors also plays a tremendous role in ensuring that the drivers don’t get too lax in their daily inspections. “The inspection reports go to the lead workers before they come to us so that they can see what’s going on,” says Perry. “We try to keep things going without having something that stays hidden in the wings for a long time. We also do random inspections where a manager or a supervisor will go out with an operator. They will do a pre-trip or they will watch and score the operator’s pre-trip just to make sure that we keep them refreshed and up to speed so that they don’t start just pencil-whipping them and letting things go. If somebody else steps in that vehicle and finds something that looks like it’s been there for a long time, that also tells us that maybe we need to talk to that particular operator and get him back in the group and going the right direction.”

Lynn Merrill is director of public services for the City of San Bernardino, CA.

MSW - May/June 2005