Hybrid Refuse Collection Vehicles: Something for Nothing?

The quieter, battery powered compaction and bin lifter systems on the new Reno Norden RCVs are going down well with the residents of Slagelse, Denmark Many cities intend to put a hybrid refuse collection vehicle into trial service over the next few months - some already have. But an entire hybrid fleet? Waste contractor Reno Norden went 100% 'hybrid' on a contract in Denmark in May. WMW's collection and transport correspondent went to take a look, then rushed back with the story. By Malcolm Bates Getting a good deal. We may all aspire to it. But 'something for nothing'? How can that be? However attractive it sounds, that well-known saying, 'If a deal looks too good to be true, it probably is', comes to mind. So which is it, here? Let me explain. Two years ago, Waste Management World magazine carried an article describing a new 'universal' battery electric power takeoff system that was designed to be fitted onto any make or type of diesel - or natural gas-fuelled - refuse collection vehicle (RCV). The design enabled the compaction and binlifter operations to take place, without the main truck engine running. At that time, there were a number of interesting - and it could be said, controversial - aspects to this story. Firstly - and well worth noting - Rasmus Banke, the Danish engineer and driving force behind the project, had taken inspiration from an earlier WMW report arguing the advantages of what are now known as 'Environmental House Points'. Normally in a commercial contracting environment, the organisation quoting the lowest price gets the contract. 'Environmental House Points' is a contractual adjustment mechanism to enable those wishing to operate more 'environmentally friendly' vehicles (for which read 'more expensive to purchase') to compete. Even though the actual contract price is likely to be higher. Waste contractor Reno Norden has recently put eleven new Mercedes Econic-based 'e-PTO'- equipped RCVs into service with Faun Selectapress-Duo split body/hoppers and Zoeller binlifters - making it the first operator to go 'one hundred percent hybrid' Obviously, a quieter diesel/electric hybrid RCV has environmental advantages for local residents, or when collecting waste containers from large corporate offices, schools or hospitals. Hybrids can also have operational advantages too - such as less danger of hydraulic oil contamination, reduced stress to the crew - and as a result, reduced absenteeism and greater productivity. But the big bonus is what you don't get - a saving of up to 20 tonnes less per truck, per annum, in CO2 emissions and up to two litres of diesel per tonne of waste material compacted compared to an RCV with a truck engine-driven PTO. CAN HYBRIDS MAKE IT IN THE REAL WORLD? The downside? Well, it's obvious isn't it? As with organic food, a diesel/electric hybrid RCV is going to cost more than the 'basic' standard unit. How much more? Well, that depends. Individually assembled hybrids - especially those with enough battery capacity to 'drive' the whole truck without the engine running - are likely to cost more than double the price of a conventional RCV. The lithium-Ion battery packs are charged overnight, but can last for up to 2500 lifts But even a battery pack with what is termed an 'e-PTO' just to power the compaction and bin lifter systems (a 'simple hybrid', if you like) is going to add another 50% to the cost of the whole vehicle. Plus we also need to take into account the thing that no manufacturer of electric cars, solar energy, or any of the 'alternative energy source' ever likes to mention - the depreciation is going to be 100%. There is no 'resale market' for old hybrids. Just scrap value. So, from a commercial perspective, things don't look too good for 'hybrids', then? Surely, in difficult times for the global economy, spending more than is absolutely necessary is irresponsible? And from an operations perspective? Added complexity - and therefore a greater chance of downtime. Added unladen weight and thus a reduced payload. You might be thinking the whole concept is not worth investigating, further. SAVING THE PLANET - FOR FREE But do you know something? You'd be wrong. Not once, but as I hope to explain, twice over. Figures collected by Banke Accessory Drives, since the company's innovative 'bolt-on' hybrid battery pack system first went into operation with Danish contractor Meldegaard in early 2012, suggest that when compared to a basic 26 tonne gross weight RCV fitted with a conventional engine-driven PTO, a diesel/electric hybrid RCV using a 50 kW Banke 'e-PTO', will save on average twenty of litres of diesel fuel per day. Current model Banke 'e-PTO' is compact and easy to mount between truck cab and compaction body And although this actual saving will vary in different global markets, the reduction in carbon footprint could also result in a significant reduction in operational taxes. Which, as Rasmus Banke himself explains: "Based on the operational life of a typical refuse collection vehicle of say seven years, the fuel savings alone would payback the cost of the e-PTO system installation." As you might expect, it isn't quite as simple as that. For start, the 560-700 volt DC lithium-ion battery pack and control system module for the Banke 'e-PTO' have to be fitted between the truck cab and the front bulkhead of the compaction body. This either means a marginally longer wheelbase, or a shorter body. Both of which have a cost. This concern has been addressed by Banke, initially by building the whole 'pack' into a frame that can be easily bolted/unbolted to the truck chassis. But as of next month a 'new generation' pack will be launched which reduces the thickness (length) of the unit down to a slim 36cm. It is now also less than two metres wide - enabling it to fit onto more compact 'narrow track' truck chassis for the first time. "This will make installation easier on three axle 26 tonne gross weight RCVs, but will now also make it practical to install an e-PTO onto an 18 tonne gross weight two axle truck for the first time," Rasmus Banke explains. "We are really excited about that." MORE APPLICATIONS Remember the old jibe? That hybrids tend to deliver 'less' for 'more'? That's less garbage, at a greater cost. The latest generation units weigh 840 kg, yet are now capable of powering the whole compaction system and binlifters for up to two working shifts, or 2500 bin lifts. "We are developing an even smaller pack designed for food waste collection vehicles and at the same time, we are also developing an e-PTO to suit the requirements of sideloaders and crane-equipped trucks used to collect underground recycling containers and glass and bottle banks," Banke adds. But the latest 'new generation' system is even smaller at just 36cm and less than two metres wide There is, however, still "a mountain to climb" for potential operators of hybrid RCVs - especially those away from the 'global gateway' city tourist destinations. Even if fuel savings over the operational life of the vehicle really do pay back the installation costs, the extra money still has to be found upfront, doesn't it? What if that isn't possible? Towns and cities that might benefit most from 'clean technology' (like those in 'old' industrial centres or the developing economies) could be the last to benefit from it. "Solving this issue has become something of a passion," Banke explains. "While the leasing of battery packs is one solution, it has to be accepted that a whole new fleet of refuse collection trucks represents a major investment, but I think we have found an innovative solution," he adds. A 'RECYCLED' GARBAGE TRUCK! Part of the problem has been that each city or municipality quite naturally wants to gather and evaluate its own operational data and determine exactly what the savings might be. In addition to making fuel savings and reducing noise in residential areas, the e-PTO hybrid system reduces stress on crews. Silent operation (without truck engine running) is an added safety feature The only way to do that is with a full operational trial - which in some cases might involve putting a hybrid into each inner and outer zone and looking at performance and reliability over one or more years. This is clearly beyond the scope of a 'free trial' using a manufacturer's own demonstration vehicle. The solution? "One of the big advantages of the Banke e-PTO system is that everything is contained on an easily removable subframe," explains Christel Kniep, marketing director at Banke Accessory Drives. "While this was originally designed to facilitate quick turnaround should the battery pack need replacing in service, it also makes it suitable for retrofitting onto an existing RCV," she says. "We are currently talking with a number of body/hopper manufacturers in different global markets - and even garbage truck rental companies - to see if this capability will enable them to introduce a new hybrid unit based on an existing, but fully refurbished RCV," she adds. Why? Initial figures suggest a four (or possibly five) year old RCV could be extensively refurbished, the space created for a new e-PTO battery pack and module, followed by a repaint, could be achieved for around the same cost as a standard new RCV with a conventional hydraulic PTO. In other words, the rental - or contract hire - costs would effectively be the same. A refurbished vehicle fitted with a new Banke 'e-PTO' could be expected to operate for at least another three years, if not more. So, 'Something for Nothing' a second time, then? DENMARK - IN THE REAL WORLD But does the Banke 'e-PTO' work in the real world? Judging from the time I just spent with units working for waste contractor, Reno Norden in the Slagelse region of Denmark, yes. This innovative operator, convinced of both the environmental advantages to the commune (the local municipality) and real fuel savings over the life of an RCV, has recently taken a leap of faith by ordering not just one 'pilot' unit, but an entire fleet of eleven Mercedes 'Econic 2629' 6x2 rear steer RCV chassis with two compartment Faun 'Selectapress - Duo' split compaction hopper/bodies (of 17.5 cubic metres capacity) and Zoeller binlifters. Yes, you read it correctly - every waste and recycling collection truck (except an older unit kept as a 'spare') - in the Reno Norden fleet serving a population of 77,500 is powered by a Banke 'e-PTO' system. This brings the total number of Banke-equipped hybrids currently in service (in Germany, Switzerland, Holland and Denmark) to over 50 units. "But we're pretty sure we have the largest fleet of hybrid RCVs in Europe," explains Thorborn Rosenkilde, regional director for Reno Norden. Thorborn Rosskilde, regional director at Reno Norden in Denmark Aside from the diesel engine being used to power the truck between each 'lift' all the collection operations can be done electrically without the main truck engine running. On the new Reno Norden units, even the split hoppers can be raised for cleaning and servicing without the truck engine running - a major crew safety feature that also helps save on more CO2 emissions! It's still early days, but as manager for the Slagelse contract, Thomas Hansen, says: "The new hybrids have gone down really well with the drivers and crews," before suggesting we meet up with one of the new trucks out on the collection round, so I could get some 'action pictures'. It seems the crew are no strangers to the call of "action!" - the day before my visit, they'd featured on Danish TV news! And what does Thomas know? With twenty years experience, he's the 'trouble shooter' at Reno Norden. A tough job. But do you know the thing he hasn't had to deal with since the company took over this new contract with a fleet of brand new hybrid RCVs? Malcolm Bates is collection and transport correspondent for WMW magazine. email: malcolm@automotivespecialists.co.uk More Waste Management World Articles Waste Management World Issue Archives