Behind the scenes of waste collection, there is an ecosystem of fleets, OEMs, energy companies, infrastructure providers, and service networks that are constantly working together to improve our trucks and the engines within.
By Jim Hazlett
Whether it is wheeling containers to the curb, placing trash down a chute, or taking sorted material to a local center, millions of residents all over this country dispose of their waste and recycling as part of their daily or weekly routine without much thought. And why would they? Each day, both private and municipal fleets orchestrate the operation of tens of thousands of trucks to collect and properly dispose of those materials and keep our streets and neighborhoods clean. To do that, these fleets rely on trucks and drivers to execute this task.
However, there is not a 鈥渙ne-size-fits-all鈥� solution, but rather an exercise in application excellence. Collection follows a 鈥渉ub and spoke鈥� model in which the material is collected from the commercial and residential areas and then transferred to either a Material Recovery Facility (MRF), transfer station, or landfill. With this in mind, there are various types of collection methods and routes to consider. This necessitates different types and sizes of equipment based on distance of travel. The most common types of equipment used are commercial and residential front-end loaders, automated side loaders, rear loaders, roll-offs and transfer trucks. Except for the transfer trucks, which are tractors, each application requires a specific chassis and body configuration. Furthermore, powertrains, and specifically engines, are also carefully selected to meet the demands of the application and route.
Terrain and GVW
There are many factors in deciding the right powertrain for the vehicle. Some fleets may want to optimize for a specific application, or in some cases, remain a bit more general if their trucks are needed to run various routes with varying loads. Terrain and GVW are a couple of factors to consider. If you are operating in a 鈥渉eavy haul鈥� state or in a mountainous topography, you will likely opt for a larger displacement, higher output engine to accommodate the demand on the engine. Whereas in flat topography or routes with lighter load requirements, a smaller displacement engine may suffice. In general, the engine displacement across the segment can typically range from nine to up to 15 liters with corresponding horsepower ratings from 300 to 500. Again, selection is key as those attributes may impact cost, fuel consumption, and weight. Therefore, it is crucial to thoroughly understand the need so one is not purchasing an asset that is underutilized or spec鈥檇 to be more than what is needed.
Fuel Type
Other considerations for a particular application may be driven by fuel type. Yes, diesel combustion engines are tried and true and represent the majority of engines sold. Even though diesel engines have been around for more than 100 years, engine manufacturers have spent, and continue to spend, significant development funds to further improve the technology. For example, diesel engines have drastically improved in recent years in both efficiency and emissions. Today鈥檚 diesel engines emit approximately 30 times less NOx compared with EPA 1990 standards.
Behind diesel, Compressed Natural Gas (CNG)- powered trucks remain a popular choice. This makes sense in the waste and recycling sector as the amount of landfill gas being recovered and used for fuel is growing. For those fleets who are doing this, it can be a win-win scenario. Reducing the amount of methane released into the atmosphere is necessary, so capturing the gas, cleaning it and using it to power a fleet or generate energy is not only smart and environmentally better, but also proving to be cost effective.
Although it has its challenges, Battery Electric Vehicles (BEVs) can be a good option for the right application. A BEV is an excellent alternative in dense urban areas. Rear loaders are often used in this case where the truck is stationary and at idles a large portion of the cycle. In these applications, much less onboard energy is required than for other routes, reducing the battery size, weight and cost. Additionally, the quiet operation of the electric drivetrain may allow for expanded operation hours in areas where there are noise ordinances. BEV is relatively new in the waste and recycling segment, and as the technology and infrastructure improves, BEV use will likely expand.
Photos courtesy of Mack.
Reliability and Durability
Regardless of the fuel type and engine displacement, reliability and durability are key. Typical waste and recycling trucks run five-plus days per week, 10-plus hours/day and in the case of a residential automated side loader, the engine goes through a grueling full/offload cycle as the truck accelerates and stops more than a thousand times a day. Having a robust, proven designed engine is paramount, but nothing lasts forever. The extreme mechanical and thermal stresses on the engine with all of the static and moving parts, as well as the constant exposure to the elements, means that maintenance is inevitable. OEMs are constantly improving the diagnostic tools along with services to better predict and manage proper maintenance schedules to avoid unwanted downtime. Regardless, unpredicted failures still occur.
Whether it is planned maintenance or a downtime event, service location and parts availability are key to getting these engines up and running and back into service. Having service locations strategically in the right location is critical. Also, as trucks and engines are becoming increasingly more complex, it is essential these service locations have the proper facilities and tools, not to mention the proper level and quantity of skilled technicians, who are essential to ensure the required maintenance is carried out effectively and efficiently.
A Working Ecosystem
Waste and recycling is a demanding industry. It is part of our daily life that most would agree goes unnoticed since it is well managed and executed by our refuse fleets. However, behind the scenes there is an ecosystem of fleets, OEMs, energy companies, infrastructure providers, and service networks that are constantly working together to improve our trucks and the engines within. | WA
Jim Hazlett is Mack鈥檚 Vice President of Refuse and Cabover. He has 35+ years of experience in the automotive/heavy truck industry in manufacturing, purchasing, project and product management. Jim can be reached via LinkedIn at . For more information, visit .