Waste haulers start and stop constantly. They go to dirty, dusty landfills and operate year-round in all kinds of weather. They go through tires and brakes at an alarming rate and have shorter oil-change intervals than vehicles in any other industry. In a tough economy when budgets are tight, it’s more important than ever to ramp up routine maintenance, because ensuring that fleet vehicles are in top shape helps reduce downtime, emergency repairs, added costs, and inefficiencies
“This business is simple,” says Don Tucker, of Republic Services in Las Vegas, NV, “Everything we do is technical, physical or electronic…but we do it in a harsh environment.” That environment, which includes a lot of stop-and-go driving and idling, driving on all types of surfaces from poorly paved yards to dusty landfills, revving the engine to compress garbage, and operating in all weather conditions, takes its toll on equipment.
Just 24 miles south of one of the nation’s busiest landfills, Las Vegas is a “24 and seven town,” as Tucker describes it. He oversees three busy locations: Cheyenne, with 227 daily routes, carries 4,000-6,000 tons to the transfer station; Sloane, with 94 routes, and Henderson with 82, take 15,000-16,000 tons. The loads are large, but there are bigger challenges to be faced. Number one is the heat, followed closely by road conditions. Tucker lists the top three US locations renowned for tire wear: Chicago (due to the chemicals used to fight ice and snow), San Antonio, and Las Vegas—the latter two because they’re sources of asphalt materials, which cause tire wear.
Keeping a fleet up and running in the hot, gritty desert environment requires a good preventive maintenance (PM) program. Tucker, who has more than 20 years experience in the industry, believes Republic does an “extremely good job on maintenance.” To accomplish it, he uses an assortment of tools.
Setting the Scene With a Computer Screen
The Republic shops in Las Vegas do everything except warranty rebuilds, Tucker explains. For convenience, all three shops are set up uniformly, except that the Cheyenne shop also performs paint and body work. To keep operations straight and within regulation, he incorporates Dossier, an easy-to-use Windows-based, fleet-maintenance management software. “It tracks hours and miles, trends, and scheduling and gives us standards to work with.”
The tracking capability is one of the benefits Rumpke Director of Purchasing Tim Mastropaolo and Director of Fleet Maintenance Dale Pappin like about their software from TMW Systems Inc. The family-owned, Cincinnati-based waste company did things “the old-fashioned way” until 1996, Mastropaolo says. Prior to that, Pappin clarifies, “it was all on paper.”
But just having the software didn’t solve all the company’s problems. In 1998, Rumpke invited TMW to evaluate its setup. Mastropaolo says, “They introduced an implementation program to optimize the use of our software.”
TMW’s proprietary software now allows Rumpke, its largest waste user, to centralize purchasing and track maintenance and repairs, truck costs per hour, and lift costs. Bar coding optimizes inventory and enables parts transfers between shops. It also ties in to payables and will cut POs, reorders, and run reports. “We can track maintenance hours to payroll,” Mastropaolo adds. “That increases our efficiency by allowing us to schedule the right number of mechanics. There’s more accountability now. We allocate labor hours for mechanics and input that into the software. It takes the budgeted number and matches it to actual repair orders.” With the help of the software, Rumpke has achieved 85% direct billing. “It’s a great management tool,” Mastropaolo emphasizes. “We can track which vehicles cost most, when to buy or replace…and we can track container maintenance costs.”
Among the expenses being tracked is fuel consumption. Pappin indicates that Rumpke tracks 99.12% of all fuel transactions. Rumpke, founded in 1932, is the third-largest privately owned waste company in the country. Under its umbrella are 12 facilities in Ohio, Kentucky, Indiana, and West Virginia, with 21 active locations, eight landfills, six recycling centers, 2,200 employees, and 1,200 trucks. The operation consumes 750,000 gallons of in-ground fuel each month.
Tracking costs can lead to saving money. Before Rumpke installed the software, warranty repairs were deferred to the dealerships. Now, they’re authorized to perform warranty repairs and file claims through the OE. “Prior to TMW, we got back $100,000,” he says. “Since TMW, we’ve recorded $1.1 million in warranty recovery.”
Maintenance management constitutes a very large cost, and Scott Vanselous, general manager of asset maintenance software for TMW Systems Inc., recognizes that budgets are tighter, especially for municipalities. That’s why their suite of fleet maintenance products has seen increased demand from municipalities, construction, and waste companies. “There’s a lot of cost to maintain vehicles. Fleet managers want to improve utilization of equipment and reduce the cost of maintenance.”
Unfortunately, he points out, most maintenance records are still on paper. “They don’t have data; they don’t know where their costs are or how to measure costs. They aren’t capturing warranty costs, because documentation is expensive. Our product identifies the warranty on parts in inventory, documents labor, turns in parts to the OEM, and facilitates paperwork for warranty claims. That’s a huge savings.”
TMW Software catalogs parts, identifies reorder and stocking levels, records parts usage, and helps managers “carry the right amount of inventory through barcode accuracy,” Vanselous claims. It even estimates lead time on delivery from the OEM. “It improves the efficiency of a shop. There’s less downtime waiting for parts or an open bay; no vehicle sits around waiting on parts. Managers can plan their shop according to the job.”
One job regularly scheduled is the annual service for DOT requirement, part of a preventive maintenance program. “It’s the most important PM,” Mastropaolo states. “The others are maintenance-driven: lube, oil change (sampling), transmission fluid change, hydraulic service…” The TMW software allows the fleet manager to estimate metrics for service alerts. “We set it up in the software,” he explains, “and it calculates the number of hours to the next PM.”
Keeping track of PMs for a lot of vehicles—particularly at multiple locations—is easier with the right software. Bob Stanton, fleet manager in Polk County, FL, also uses software to keep track of the 2,100 units in his care. His choice is Faster Fleet Management System by CCG Systems in Norfolk, VA. “It’s very common for government fleets.” Prior to 2002, when they got the software, Stanton says they used an internally written program. Unfortunately, he notes, it was functionally corrupt. In 1992 they accepted a bid on a replacement product: RTA Fleet Management Software. However, as the fleet grew, so too did the need for sophistication. “We went back for another bid,” he recalls.
The software helps Stanton keep track of his medium-sized fleet spread out over Polk County. The main shop is in Barstow, the center of the county, but there are eight satellite facilities that take care of each geographic area for breakdowns and routine maintenance because, he says, it’s a 250-mile roundtrip to all the shops. However, because the satellite shops are manned by only one or two people, bigger repairs are transferred to the main shop.
That main shop features three buildings to handle heavy equipment, light equipment, air-conditioning repairs, and such preventive maintenance as brakes and lighting. There’s also a machine shop for brake drums and rotors and welding.
Despite that capacity, Stanton says, two-thirds of all maintenance requirements are outsourced. “We don’t rebuild hydraulic cylinders or hoses, overhaul automatic transmissions. There’s no body shop, so we don’t do glass or paint.”
Uplifting Work
While fleet maintenance software is a valuable organization tool, more traditional tools also play an important role in keeping a fleet rolling. Trash trucks aren’t going to get a thorough service sitting on the ground. “A creeper can’t be effective,” insists Jean DellAmore, president of Stertil-Koni in Stevensville, MD. “You need to lift trucks up to do maintenance—and to do the repair safely, you need to be able to walk under the vehicle.”
Traditional in-ground lifts leaked oil in the ground. “It was a serious problem,” DellAmore remembers. The industry changed, but thousands of lifts are still leaking oil into the ground, he notes—a problem for municipalities because oil is a toxic agent. The problem fueled development of lifts aboveground. “Most companies want sophisticated technology: no leaks, no ground contamination.”
The heavy-duty lift manufacturer offers several varieties of mobile column lifts, heavy-duty two-post lifts, parallelogram lifts, four-post lifts, in-ground lifts, and now a new platform scissors lift. At 69 inches, the Skylift is taller than competitors, providing maximum access for mechanics—and tool chests—with no obstructions. DellAmore lists other advantages: vertical lifting with no posts, space-saving, no overhang, no hinges, and a modular approach with four independent legs for sturdy flexibility to expand.
Another popular lift, particularly among municipalities with large facilities, is Stertil-Koni’s mobile lift. It’s good for renters, DellAmore says, because it doesn’t attach to the floor, but that feature can also benefit busy shops without a lot of room to spare. “It saves space in the bay—use only when needed or use it outside when all the bays are full.” He advises buying one set of lifts and four or five sets of foldable support stands. “You lift a vehicle and put it on stands, then use the lift on another vehicle.”
The mobile lift is adjustable: 60–65 inches high, up to 80 inches. Because it runs on battery rather than a plug-in 110-V outlet, and because it doesn’t require three-phase power, it saves energy.
Oiled and Lube
While a truck is on the rack may be a good time to change the oil—if it’s needed. These days, most major waste companies do oil sampling. If they’re using a bypass oil filtration system, they may find they can extend drain cycles.
Casella Waste Systems, an integrated solid waste and resource management company in Rutland, VT, was performing frequent oil changes on its residential collection trucks. Gary Simmons, vice president of fleet management, estimates the company was doing one every 300 hours—roughly seven or eight times a year for trucks turning over 2,400 hours of operation. With costs at $100 per oil change, Simmons sought a better option.
He took note that the base stock oil wasn’t wearing out, but the additives became depleted by contamination. The factory full-flow filter was designed to filter out particles 10 microns and larger in order not to restrict the large volume (30–55 quarts) of oil required to lubricate the engines. Unfortunately, it allowed damaging particles to remain in suspension in the oil, leading to contamination and requiring frequent oil changes.
In an attempt to remove the small particles, Simmons agreed to a 10-month test on select trucks with Oil Purification Systems, maker of the OPS-1 bypass oil filtration system. “Our system detects liquid contaminants: antifreeze, glycol, diesel fuel, and water from condensation, even though engine is a closed system,” explains Vince Press. “It constantly purifies oil in small amounts.”
After a year of data collection, Simmons found that the OPS-1 system significantly extended drain intervals and reduced maintenance and consumption costs by $600 per vehicle. He then had the technology installed in all 800 residential refuse trucks. In January 2009, he completed installation of an additional 200 units in the company’s off-highway and industrial engines used by landfills, transfer stations, and recycling centers.
Casella operates 37 recycling facilities and generates clean energy at its five landfill-gas-to-energy facilities. The company expects to save over 55,000 gallons of oil and reduce greenhouse gas emissions by over 26 metric tons of carbon-dioxide equivalents annually, simply by avoiding the manufacturing, transportation, and disposal of oil and filters. As Press says, “Our system saves the environment and reduces dependence on foreign oil.”
Press also points out that in addition to reducing its footprint on the ecology by using the OPS-1 system, Casella is lowering oil maintenance costs by an average of 80%, extending the life of its engines and reducing downtime due to oil changes. The combination of cost savings translates into a return on investment within one year of purchase.
Engine oil isn’t the only important fluid to maintain on a trash truck. A number of components on a truck need proper lubrication for uninterrupted performance. However, the same issues arise that occur with engine oil: downtime and costs. Worse, lubrication is being overlooked. “The forks, side arms, compactor, and all moving parts need to be greased regularly,” emphasizes Gary Picard, national accounts manager for Interlube Systems Inc. “But it doesn’t happen on a regular basis.”
Proper lubrication means longer life for brakes and other parts. “A small amount of lube keeps joints clean,” Picard advises. “It helps protect against saltwater, dust, water, and garbage.” But he says it’s the side pickup arm that gets the most wear and abuse, and, as he stresses, “If you can’t pick up a trash bucket, you’re out of business. You need to grease the arm daily.”
Or do you? Interlube’s multiline automatic chassis lubrication system can eliminate or free up labor while protecting chassis. Comprising an electrically operated 12-V–24-V pump with integral controller and a loom of tubing that connects each chassis bearing directly to its own pumping unit, the system extends life, reduces operating costs, and reduces downtime by keeping trucks on the road.
Although it bypasses the oil filter, the system filters to 1 micron. Because it removes soot and water to such a degree, it gives longer life to oil. Oil change intervals go from 15,000 to 65,000 to 85,000—even 95,000 miles, Picard claims. Since hydraulic oil is more expensive than engine oil, that adds up to significant savings. “You just sample—which everyone is already doing—to look for metal. There’s no worry about dumping old oil, either.”
He advocates the use of automatic lubrication systems, quoting the return on investment at 2.5 years. “If it takes 25 to 30 minutes to lube each truck, that equals 10 to 12 hours a year. Fleets typically keep trucks six to seven years. It adds up.” Another benefit is that automatic systems avoid lost kingpins or tie rods due to poor maintenance. “This will keep the truck off the rack and on the job.”
Locked and Loaded
Keeping trucks on the job begins with keeping them on the road, which is directly related to keeping the wheels on. Wheel loss is not a concern for Tucker, who says he’s only experienced it twice in his 20-year career. Then again, he uses BlueTork, a pneumatic nonimpact wrench with the functions of a torque wrench, from Chicago Pneumatic Tool Co.
Over-tightening lug nuts leads to wheel-offs, states Peter Beers, NW zone manager, vehicle service and western regional manager with BlueTork. “Allied and Republic have had many. When you overtighten lug nuts, you stretch the studs. That leads to wheel-offs.”
To minimize wheel-offs, the mating surfaces should be clean, with no dirt on studs or drum, and components should be in good repair, with no hairline cracks on the wheel. But proper torque is number one.
The air-operated BlueTork torque wrench provides three times the power and puts on fasteners to the exact torque valve specified by the OEM. Calibrated at the factory, it’s available with four different settings or one.
Not only does it prevent wheel-off, it also preserves components—and reduces workman’s comp claims. Accurate tightening avoids stud-stretching. Where impact wrenches “blast through” stud or nut problems, the BlueTork alerts the operator.
Better ergonomics and lighter weight translate into less noise and vibration, reducing occurrences of carpal tunnel syndrome. In addition, it transforms the job into a one-person process on deep wheels, saving labor.
“Simply put,” says Beers, “BlueTork gives waste-hauler fleets the opportunity to follow the TIA’s [Tire Industry Association’s] recommended torque procedure fast and easily, which will ultimately improve safety and reduce overall costs.”
“All tools solve problems,” Tucker muses. “It comes down to application: knowledge, training, and equipment.” Beers says it takes 10 minutes to train a mechanic to operate. “It’s simple to use.”
When it comes to liability in the waste industry, wheel-off is the biggest issue, claims Mitch Kopacz, sales and branch manager for EPH in Salem, NH, “but people don’t like to talk about it.” Torquing wasn’t very important in the past, he believes, but since this industry changes wheels more than most, it has become a concern. “People used to just put wheels on tight, but that’s not correct. The stud stretches, the nuts strip. When the studs shear, strip, break, or loosen, you get wheel-off.”
Nonetheless, wheels are often over-torqued. “They need 450 to 500 foot-pounds,” Kopacz says, “but we see them at 1,200.” The TM 750 by EPH prevents over-torque. The nonimpacting, smooth-rotating tool weighs 14 pounds and is adjustable from 150 to 750 foot-pounds. At $4,900, it’s a big investment.
However, Kopacz says, it’s part of the new way of doing things better, safer, and more efficiently.
“Everyone is torquing something,” he says. “Valve stems, brake slack adjustors, disc brakes… This tool is faster; you can do more in a day. Everyone wants to do the job right and be safe. We just have to educate them that proper torque is the key.”
Another lighter, quieter pneumatic torque wrench is the Raptor series from TorcUp Inc. in Easton, PA. Available in five sizes, these single-speed torque wrenches are good for lug nuts in wheel wells, with snap-on extension attachments for deep wells. Tracey Hoell, operations manager for TorcUp Inc., describes the solid, 6-inch extension as one piece, its gears and front made of high-strength chrome alloy steel and its air motor of aluminum and high-strength steel.
“Its geared style is more accurate,” Hoell states. “It’s epicyclic, like that used in gear boxes.”
The patented internal gear mechanism creates greater durability, lower operational temperatures, and increased efficiency. It ranges in torque from 120 foot-pounds to 6,000 foot-pounds and free speeds of up to 45 rpms. Hoell says it’s “a lot lighter for the same torque output: up to 500 foot-pounds weighs only 9 pounds; 3,000 foot-pounds weighs 16 pounds.”
Raptor is accurate, especially in cold weather and provides repeatable torque with an accuracy of about 5%, meeting Canadian and California torque measurement regulations. Hoell believes wheel loss is a big concern. “A wheel could come off if it’s over-torqued and break a windshield.” Or worse.
Training Isn’t Wasted
Tucker says the Las Vegas Republic crew is a good work force. To stay that way, the crew is constantly training. Because of his fleet’s size, most vendors go to him for training and demonstrations.
Stanton’s team undergoes 40 hours of training per year onsite and offsite on various aspects of the job, plus Hazmat training. He takes great pride in being ASE blue seal–certified for five years and one of the top 100 fleets in America for six years—one of the top 20 the past two years.
In addition to ASE certification—which 75% of his work force has achieved—there is certification for emergency vehicles. Everyone participates in one or both programs, he says, with good reason: Republic implemented a career ladder promotion plan to move workers into different levels of technician.
Another incentive program for certification adds to a worker’s hourly rate, and if someone is fully certified in both, the money increases even more. Stanton also employees an informal mentoring program, pairing veterans with new guys during their first year. Thirty-year employees attest that his programs are working.
Maybe Stanton teaches his workers to be self-reliant because their location in a rural/urban county between Tampa and Orlando means less support from vendors. Although equipment purchases are based on service, he says he still has to go out of the county for parts and service.
Las Vegas, on the other hand, is a different story. With so many vendors at his fingertips, parts availability is only one type of support Tucker looks for. He checks the OE warranty and their R&D programs to improve their products.
“It’s an exciting time to be in this business [vehicle and maintenance technology],” Stanton declares. “The challenge is the economy.” But with good maintenance practices, every fleet can make the most of any size budget.