The Future of Fleet Specs

As oil prices continue to climb, the solid waste industry casts a critical eye at operating costs in an effort to contain expenditures. Reluctant to lose productivity in the face of budget cuts, private haulers, municipalities, and fleet managers turn to refuse truck, body, and engine manufacturers for help. They, in turn, examine spec sheets and revivify research and development and testing in an effort to respond to those demands.

“There’s a lot of development starting,” surmises Emile Charest, project manager for Mack Trucks Inc. in Allentown, PA. “The next five to 10 years will be interesting.” Things are already pretty interesting, with new directions being sought.

Fueling the Problem
One of the main concerns of refuse companies, according to Charest, is fuel economy. To reduce fuel costs, many manufacturers are exploring alternative fuels. In fact, some trucks can already run on a blend of diesel and biodiesel. “We’re looking at a 20% blend. The big issue is what is biodiesel?” He explains that biodiesel derives from a variety of sources, with each blend consisting of diverse ingredients.

Fortunately, he says, by the end of 2008, ASTM International (formerly American Society for Testing and Materials) will issue a standard. “The diesel-fuel industry has strict standards. This industry needs it. All the blends work differently, and diesel engines are sensitive to different properties.”

Although Cummins’ 6.7-15L engines are approved for B-20 and are compatible with biodiesel on-highway market, Christy Nycx, with Cummins Engine Co. in Columbus, IN, recognizes that various markets have different fuels. But because, unlike long-haul truckers, the waste industry can be local, Charest says it’s not a problem to have different technology in different regions, although a refueling structure needs to be in place. “We’re reaching the point where we use different fuels in different areas. There’s no one fuel for everybody.” Hybrids use less fuel, Charest points out, so there’s less difficulty in finding refueling options.

Mack Trucks has explored hybrid technology in other vehicles and is relying on trucks with a different flavor of hybrid to explore directions during early development of hybrid technology for the refuse industry. Similarly, Cummins has developed “some hybrid technology for certain markets,” Nycx says, in response to pockets of interest. “It’s market-specific, but there’s growing interest—although it’s usually a specific business request.”

Heil Environmental, in Asheville, NC, hopes to focus considerable attention on hybrids: how the systems work, the rising interest in them, comparisons of performance and fuel savings with traditional power plants, according to Shannon Harrop, director of product management. “There is much emphasis on hybrid technology presently. Residential collection vehicles are constantly stop-and-go on route. The idea of hybrid systems is to store the energy lost while braking and reuse it for accelerating to the next stop.”

Heil makes refuse collection vehicle bodies—the parts that pick up (for automated units) and pack the trash. They also “upfit” the trucks—mount the bodies onto the chassis made by truck manufacturers. “As a body manufacturer, we are not directly developing the technology, but we are working on all the hybrid teams to ensure compatibility with the hybrid chassis components. With the need to contain costs in mind, we are looking at fleet specifications for 2010 and beyond.”

Hybrids also need regulation, believes Tom Vatter, vice president of sales and marketing for Autocar, the number-one producer of natural gas vehicles in the country. “States need to develop regulations so there will be funding and tax credits for development, but they need to understand the hybrid to write regulations.” There’s a difference between car and garbage truck hybrid systems, he says. He thinks that fuel at $4 per gallon is the tipping point that has put hybrids at the front of everyone’s agenda.

“We’re on the ground floor,” Charest opines. “There’s a lot of potential for hybrid in trucks.” As part of the long-range future, he envisions more electrically driven accessories and plug-in rechargers for hybrids that run the body/compaction on all-electric power.

Mack, which is now part of Volvo, is working on some of Charest’s visions. Mack leverages Volvo’s progress in developing hybrid technology as it builds a hybrid power train for its MR and LE models. Volvo’s proprietary integrated starter alternator motor (ISAM) combines an electric automated manual transmission motor with a diesel engine. Energy stored in the electric motor’s battery assists in launching the vehicle; then the diesel engine blends in. Able to be tuned to various applications, the benefits include fuel savings, reduced emissions due to less fuel usage and better power, thanks to the combination of both electric and diesel. In addition, as Charest points out, the electric motor has very high torque at low speeds for good launch capability.

Charest lists the trade-offs as added weight due to extra components for this complex vehicle. The electrical components are maintenance-free, but the life cycle is under development. At this time, the cost is higher. “We’re trying to come up with a system at the right volume that’s reasonable, commercially viable and has a payback within several years. It depends on your buying strategy.” Unfortunately, there are no tax credits for this kind of hybrid system to offset the cost. Charest explains that cars are certified to meet emissions requirements, but in this category, only the engine is certified.

Jeffry Swertfeger, director of marketing communications for McNeilus in Dodge Center, MN, says his company has experimented with electric hybrid technology in conjunction with its parent company, Oshkosh Corp., but the expense “makes it further out.” Instead, they have directed efforts toward developing bodies capable of functioning on compressed natural gas (CNG) and liquid natural gas (LNG). “Grants, incentives, and diesel fuel costs are driving development. There’s huge interest in alternative fuels, and it’s growing every day with the cost of oil. Alternative fuels like CNG drive down costs and emissions. In addition, there are many tax benefits and grant money available in several locations of the country.”

LNG is natural gas that has been converted to liquid form for easier, more cost-effective storage and transportation. It produces less pollution than diesel, but costs more to produce and store. CNG is considered more environmentally clean than diesel but takes up more space than other fuels, particularly gasoline. Used extensively in California municipal fleets and public transportation, it is also becoming popular for personal use throughout other western states.

CNG and LNG can be obtained from converted landfill gas (LFG. “There has always been a desire to use landfill gas as an alternative fuel for refuse vehicles,” Harrop claims. Many Heil customers operate alternative fuel refuse collection vehicles. “Production of alternate fuels from LFG is an emerging area. Projects to convert LFG to methanol are in the planning stages, according to the EPA. For landfill operators to use LFG in their own collection trucks would be a great sustainability project. Hopefully someone will commercialize the use of LFG by 2010.”

While Nycx places the burden on the customer to research fuels and costs and to decide which alternative to adopt, Charest views it as a complicated path in need of political orchestration. “The engine manufacturers communicate with the fuel industry to determine the future direction, but we don’t know which way political support will go. It could be a combination of things, depending on the location—a blend of biodiesel works well in the Midwest, but California is big in natural gas.”

Natural gas is a “big thing,” according to Vatter, who cites environmental issues, its predominantly domestic origin (97% of natural gas comes from America), and diesel prices (compared with the price of natural gas, which can be locked in for five years) as drivers that focus attention on natural gas and help sell it. “It used to be a California thing, but it’s more prevalent now. You see it everywhere because there are more municipalities with a green agenda. We built 300 units in 2007 and 500-plus this year.”

A related hot topic is the natural gas hybrid. “We’re waiting for one that truly delivers weight neutrality,” Vatter says, which he estimates could deliver fuel savings of up to 40%. One of the drawbacks, however, is that natural gas and other alternative fuels, such as biogas, require different engine configurations. That’s why Charest prefers synthetic diesel and biodiesel: You don’t need to change the engine to run them.

Battling Soaring Costs
Changes to chassis or engine design are costly, so manufacturers closely track industry feedback to gauge any necessary changes and explore other options to boost fuel economy or at least reduce the cost of operation. Heil relies on its Voice of Customer program to set priorities. One result of customer input resulted in the recently updated Starr System automated side-loader. As the world’s only semitrailer refuse and recycling collection system, the Starr can pull two full trailers to the landfill, thus cutting in half the number of trips needed, for an overall reduction in fuel consumption and tire costs in addition to less wear and tear on the route trucks. It also eliminates the need for a transfer station, which can significantly reduce costs.

Frank Kennedy, sales director with Curotto-Can Inc. in Sonoma, CA, has another suggestion. The Curotto-Can front-loader can do more than any other system, he claims, and can work in tight spaces thanks to its boom-like arm. It’s also quicker, allowing a driver to pick up more carts per hour. “From a street-product standpoint, we do more with automating. You can take one truck off the street, add X amount of stops per day, and carry more—which means fewer trips to the landfill. That saves money.”

It’s capable of collecting a wider range of material, such as bulky items that don’t fit in a cart. “There’s no need for a second truck to pick up bulky material,” he says. In addition, it’s suited for commercial use with the attachment off, so refuse companies can do double duty by collecting commercial routes. That translates into higher utilization and ROI.

Kennedy admits the system requires an up-front investment, but people get over that quickly. The only pushback is familiarity with the old system, fear of change and two-man contracts.” Attracted by an economical cost-per-hour, private haulers and municipalities are showing interest in this low-maintenance system. He indicates that Curotto-Can, which works with any chassis and any type of fuel, is already the sole supplier of the largest national companies. He says such cities as Waco, TX, are getting onboard with companies like Autocar, Mack, McNeilus, and Heil. “Municipalities are a growing market as budgets tighten and managers are being forced to do more with less.”

He’s not surprised. He considers the primary concerns in the industry are fuel consumption and productivity. The Curotto-Can, he says, consumes less energy to run a container than in a typical auto truck, chiefly because most of the work is done close to the ground. That means smaller cylinders and lower hydraulic flow requirements. Tire wear, fuel, and maintenance are comparable with any Class 8 truck. “Any truck with an arm behind the driver is old technology,” Kennedy boldly states, noting that the maneuverable front arm helps reduce accidents.

A million things can reduce the cost of operation, Swertfeger believes: quality, reliability, and preventative maintenance are key factors. “You need to understand the life of a product,” he admonishes. His suggested strategy combines purchasing the right vehicles and then providing the best quality replacement parts to meet or exceed the specifications of the original equipment manufacturer. That’s important, because the refuse industry has the toughest duty cycle of any market. “Whoever can pick, pack, and dump consistently with the lowest overall operating cost wins.”

Dependability is Cummins’ answer to Swertfeger’s call for reducing the cost of operation. Nycx credits an in-house combustion fuel system, air handling, and after-treatment for dependable performance. “Our advantage is that all systems (air intake to exhaust) are produced in-house. We design with that in mind: It helps.”

As Cummins’ current production line evolves, expect comparable fuel economy and the same maintenance intervals, Nycx promises. “Performance and lowest operating cost are important.” When the ISX is introduced as a 15-L engine (as the platform is expanded from 11.9 L to 16 L), the power range and power density will be maintained and the horsepower range will be expanded.

Play It Again: Regenerist Systems
When it comes to costs, Hagerstown, IN–based Autocar, North America’s oldest truck manufacturer, keeps a close eye on the price of

commodities. “We track the indices of commodities,” Vatter explains. “If commodities keep increasing, we could be building at a loss. We have to pass on temporary inflation adjustments because it costs more to build.” Although sales of Autocar’s Xpeditor trucks have doubled in the last two years, the century-old Class 8 truck builder explains uncontrollable costs (commodities in raw materials and other costs associated with the process) have outstripped its ability to offset them through lean initiatives. In the first quarter of 2008, the indices that track Autocar’s uncontrollable costs have increased by more than they did for the entire prior year.

While Autocar has had to pass along some costs to its customers, the manufacturer is trying to help those customers recoup the expense through efficient equipment. The E3 Xpeditor, powered by an innovative hybrid-drive system developed by Parker-Hannifin, is a “big deal,” Vatter says. Not for sale yet, the revolutionary prototype’s Cummins engine will offer fuel savings up to 50%.

The integrated series hydraulic hybrid overcomes the electric hybrid’s challenge of weight neutrality, as well as its limited hauling capacity, because there are no batteries to store. As Vatter mentions, weight neutrality significantly increases brake life—another cost savings. Hydraulic hybrids capture the energy of a truck stopping and store it in accumulators. Non-compressible hydraulic fluid is held under pressure by a spring, raised weight, or compressed gas. During normal driving, the system is not active; under braking, the system kicks in. The energy is reused to start moving instead of using the engine to turn. In essence, says Vatter, the engine is a generator.

He estimates 70% efficiency, with 70% energy recovered as pressurized oil. “Energy at 500 pounds per square inch is ready to be reused, delivered through HLA. It adds 175 horsepower just using brake—not engine—power and has good torque. It’s a fast truck, with fuel savings in economy mode. In the other mode, it offers quicker productivity enhancement so you can add stops.”

The downside, he says, is its cost and a slow rate of adoption. However, the high cost of diesel makes the payback better, which assists sales. Another drawback, however, is that most people think of electric, not hydraulic, hybrid systems. Vatter complains that they’re not getting legislative help: Federal help given for buying hybrids isn’t extended to hydraulic systems.

Yet another disadvantage is the 1,020 pounds added to the truck. “We’re working on reducing weight by going to a composite instead of a steel accumulator—that will save 200 pounds,” Vatter says, adding that operators say they don’t feel the extra weight, and because they see fuel savings of 10% to15% they’re happy now.

Manufacturers must explore opportunities to recover wasted energy. “Waste management companies average $92 million per month in fuel costs. Fleet managers have to look at long-term operating costs,” states Robert Golin, senior product manager for Eaton Advanced Technologies and System in Eden Prairie, MN.

Regenerist systems capture previously wasted energy on electric or hydraulic systems. Recovered energy is stored and used to supplement the engine’s power during acceleration, on demand. The system is most beneficial in stop-and-go driving situations. During braking, the vehicle’s kinetic energy drives the pump/motor as a pump, transferring hydraulic fluid from the low-pressure reservoir to the high-pressure accumulator. The fluid compresses nitrogen gas in the accumulator and pressurizes the system. During acceleration, fluid in the high-pressure accumulator is metered out to drive the pump/motor as a motor. The system propels the vehicle by transmitting torque to the drive shaft.

Based on duty cycles, Golin contends, it makes sense to “go one way or the other”—hydraulic or electric. While he says there’s no overlap or competition between the two offerings, he believes the stop-and-go cycle of a refuse truck doesn’t allow an electric system enough time to recharge. A hydraulic system is at full torque at 0 rpm with five seconds to recharge, limited only by the capacity of the accumulators.

Keeping an eye on the future, McNeilus, which builds bodies, not chassis, develops strategies to dovetail with chassis changes. “We’re in tune with what they’re doing,” Swertfeger says. “Nothing happens in a vacuum.” One thing the builder, with customers ranging from major fleets like Republic and Allied to small mom-and-pop fleets and municipalities, has looked at is hydraulic launch assist. “That’s a technology we’re watching, but we feel there are better solutions, like CNG, that require far less modification to the body and chassis.” He hopes for newer technology that is more efficient and poses fewer challenges for body manufacturers.

Golin, on the other hand, says HLA provides better acceleration, is quieter, saves brakes, produces fewer emissions (nitrogen oxides, carbon dioxide, or particulates) and improves productivity, allowing operators to make more stops in the same amount of time. “Refuse is a great market for HLA because they stop up to three times per minute.”

HLA, a parallel hybrid hydraulic regenerative braking system that supplements the engine, recovers the majority of the energy normally wasted as heat during braking and uses it to supplement the engine’s power during acceleration. In contrast, a series hydraulic system replaces the transmission and provides engine management. At peak efficiency, an engine generates 33%–34% of the energy it takes in. With the series system, Golin explains, the way to do engine management is to always run the engine at optimum speed and let the hydraulic system manage the torque.

HLA provides more torque for quicker acceleration and shorter cycle times and still provides a 20%–25% savings in fuel consumption during refuse collection while reducing emissions of nitrogen oxides, particulates, and carbon dioxide. Conversely, the series hybrid provides higher savings.

Proving that the current financial crunch isn’t new, Golin reveals that Eaton, with an annual revenue of $12 billion to $13 billion and five divisions, has spent 15 years developing the HLA technology. “The driving force is efficiency: Less energy to power equals fewer operating costs.”

Eaton plans to release the HLA system for use in Peterbilt 320 refuse chassis in the second half of 2008. It could be retrofitted to other models, Golin speculates, but requires a lot of integration work. The series system is even more integrated as it replaces the transmission. “Delivery trucks are a good target for Series. These trucks last 20 years, so the installed fleet is huge in comparison to new truck purchases each year.” Peterbilt and other original equipment manufacturers that install HLA require a payback of about three years. “A truck costs $150,000–200,000. Our product is $40–$45. The life of a heavy-duty/severe duty garbage truck is seven to 12 years. It’s used hard.”

Putting It out There: Emissions
Refuse truck brakes are also used hard. Vatter says the number-one expense in the refuse industry is fuel, followed by brakes. Their life is usually one month, but he insists that Autocar’s hydraulic hybrid can extend their life twofold to threefold. “The maintenance schedule goes from one to three months.”

Autocar focuses on details like brakes because, as Vatter states, “We know trucks, manufacturing, and the needs of this market. Others trying to develop technology aren’t in the truck industry.” They know the market—and that there were performance deficits in the ’80s —but Vatter says those have been overcome. “The Cummins has 320 horsepower and 1,000-foot-pounds of torque. The proof is there now.”

They also know private companies are watching their carbon footprint and want to go green—and that many municipalities are insisti